Method and device for determining the landing engine thrust of a transport aircraft

Abstract

The application belongs to the field of flight control technology, and particularly relates to a method and device for determining engine thrust during landing of a transport aircraft, and is applied to a power-augmented transport aircraft with a lower surface air-blowing flap. The method comprises the following steps: S1, determining a lift coefficient of a non-power-augmented state aircraft during landing and a lift coefficient of a power-augmented state aircraft during landing corresponding to a use angle of attack; S2, calculating an initial value of engine thrust; S3, forming a plurality of selectable engine thrusts within a specified range near the initial value of engine thrust; S4, calculating a ground speed corresponding to each selectable engine thrust; S5, calculating a ground track angle corresponding to each selectable engine thrust; and S6, determining an engine thrust range that satisfies a set requirement for the ground speed and the ground track angle by means of interpolation calculation. The application improves the control precision of engine thrust during landing of the power-augmented transport aircraft with the lower surface air-blowing flap, 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 the thrust of a transport aircraft's landing engine. Background Art

[0002] Thrust control at touchdown for a powered lift transport aircraft with blown flaps requires more design constraints than approach thrust. To reduce the landing field length of a powered lift transport aircraft, optimal design of the touchdown thrust is necessary. Increasing engine thrust can increase the maximum lift coefficient available for landing and reduce touchdown speed. However, excessive thrust reduces the landing glide path angle, preventing the aircraft from reaching touchdown with a positive flight path angle. Conventional algorithms are not applicable to calculating the engine thrust required for touchdown for a powered lift transport 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 thrust of the engine of a transport aircraft during landing, which is used for landing control of a transport aircraft with a powered lift booster with lower-surface blown flaps.

[0004] In a first aspect, the present application provides a method for determining the engine thrust of a transport aircraft during landing, which is applied to a powered high-lift transport aircraft with blown flaps on the lower surface. The method comprises:

[0005] Step S1: Determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1 And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ;

[0006] Step S2: The lift coefficient C of the aircraft landing in the non-powered lift state is calculated. Lat1 Calculate the initial value of engine thrust P 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: The lift coefficient C of the aircraft landing in the increased lift state Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ;

[0009] Step S5: Use the angle of attack α to determine the landing point of the aircraft according to the power-lift state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at;

[0010] Step S6: Determine the touchdown speed V that meets the set requirements by interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

[0011] Preferably, in step S1, the angle of attack α is used at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in,

[0012] α at-max =θ tm -2;

[0013] α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

[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 the aircraft to touch down in the 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 touchdown point, C Dat 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

[0019] Preferably, in step S3, the number of selectable engine thrusts is not less than 4, and the specified range is ±10KN.

[0020] Preferably, in step S4, the ground contact speed V is determined by the following formula: at-on :

[0021]

[0022]

[0023] Z p =n e Pη j sin(α at1 +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 touchdown track angle θ is determined by the following formula: at :

[0026]

[0027]

[0028] Among them, C Dat-on It is the drag coefficient corresponding to the touchdown angle in the increased lift state.

[0029] Preferably, in step S6, the setting requirements include:

[0030] Touchdown speed V at-on Less than the given touchdown speed target value;

[0031] Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

[0032] A second aspect of the present application provides a device for determining the thrust of a transport aircraft landing engine, which is applied to a power-lift transport aircraft with blown flaps on the lower surface. The device comprises:

[0033] Use the angle of attack and lift coefficient determination module to determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ;

[0034] The engine thrust initial value determination module is used to determine the lift coefficient C of the aircraft landing in the non-powered lift state. Lat1 Calculate the initial value of engine thrust P oni ;

[0035] 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;

[0036] The touchdown speed determination module is used to determine the lift coefficient C of the aircraft landing in the increased lift state. Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ;

[0037] The touchdown track angle determination module is used to determine the touchdown angle α of the aircraft according to the power-up state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at ;

[0038] The engine thrust range selection module is used to determine the touchdown speed V that meets the set requirements through interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

[0039] Preferably, in the module for determining the angle of attack and lift coefficient, the angle of attack α is used. at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in,

[0040] α at-max =θ tm -2;

[0041] α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

[0042] Preferably, in the engine thrust initial value determination module, the engine thrust initial value P is determined by the following formula: oni:

[0043]

[0044]

[0045]

[0046] Among them, P off The engine thrust required for the aircraft to touch down in the 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 touchdown point, C Dat 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

[0047] Preferably, the number of optional engine thrusts is not less than 4, with a specified range of ±10KN.

[0048] Preferably, in the ground contact speed determination module, the ground contact speed V is determined by the following formula: at-on :

[0049]

[0050]

[0051] Z p =n e Pη j sin(α at1 +θ j )

[0052] Among them, P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0053] Preferably, in the touchdown track angle determination module, the touchdown track angle θ is determined by the following formula: at :

[0054]

[0055]

[0056] Among them, C Dat-onIt is the drag coefficient corresponding to the touchdown angle in the increased lift state.

[0057] Preferably, the setting requirements include:

[0058] Touchdown speed V at-on Less than the given touchdown speed target value;

[0059] Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

[0060] 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 engine thrust of a transport aircraft as described above.

[0061] 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 thrust of the transport aircraft landing engine as described above.

[0062] The present application improves the thrust control accuracy of the landing engine of a powered lift transport aircraft with blown flaps on the lower surface, thereby ensuring flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 It is a flow chart of a preferred embodiment of the method for determining the engine thrust of a transport aircraft during landing of the present application.

[0064] Figure 2 It is a structural diagram of a computer device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION

[0065] 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.

[0066] The first aspect of the present application provides a method for determining the thrust of a transport aircraft landing engine, which is applied to a power-lift transport aircraft with blown flaps on the lower surface, such as Figure 1 As shown, the method mainly includes:

[0067] Step S1: Determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1 And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ;

[0068] Step S2: The lift coefficient C of the aircraft landing in the non-powered lift state is calculated. Lat1 Calculate the initial value of engine thrust P oni ;

[0069] Step S3: At the initial value of engine thrust P oni Form multiple optional engine thrusts within a specified range nearby;

[0070] Step S4: The lift coefficient C of the aircraft landing in the increased lift state Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ;

[0071] Step S5: Use the angle of attack α to determine the landing point of the aircraft according to the power-lift state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at ;

[0072] Step S6: Determine the touchdown speed V that meets the set requirements by interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

[0073] The engine thrust range calculated in step S6 of the present application can ensure that both the touchdown speed and the track angle meet the requirements, thereby improving the engine control accuracy.

[0074] The following is an explanation with a specific example.

[0075] The example aircraft uses the lower surface blown flap power lift technology, and the aircraft reference wing area is 353m 2The 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 from 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-length, resulting in a 3° wing section angle. The outboard engine is mounted at 55% of its span-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° angle, and double-slotted Fuller flaps with a 33° + 20° angle. The trailing-edge jet diameter 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°.

[0076] Design conditions and design constraints: aircraft landing weight 200t, landing touchdown speed no more than 56m / s, touchdown track angle -0.3°, touchdown point acceleration -0.46m / s 2 .

[0077] In step S1, the present application calculates the landing point of the aircraft in the power-lift state using the angle of attack α at-on In some optional embodiments, in step S1, the angle of attack α is used at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in,

[0078] α at-max =θ tm -2;

[0079] α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

[0080] According to the above calculation example, the maximum lift coefficient C of the landing configuration of the aircraft in the non-powered lift state is Lmax =2.85, which is the input value. The permissible lift coefficient C of the aircraft landing in the non-powered lift state is calculated from this. Lat For 2.16, use C Lat After interpolation, the maximum available angle of attack α of the aircraft in the non-powered lift state can be obtained at At the same time, according to the given aircraft tail strike angle θtm is 11.8°, determine α at-max It is 9.8°.

[0081] Therefore, the landing point of the powered lift state aircraft determined in step S1 uses the angle of attack α at-on Cannot be higher than 9.6. To ensure landing safety, the landing angle of attack θ in the enhanced lift state at1 Take 9°, the corresponding lift coefficient C in the non-powered lift state is Lat1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on All can be calculated by conventional methods.

[0082] 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 :

[0083]

[0084]

[0085]

[0086] Among them, P off The engine thrust required for the aircraft to touch down in the 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 touchdown point, C Dat 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

[0087] According to the parameters given in the example, the initial value of engine thrust P is calculated here oni It is 88.81KN.

[0088] 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 four, and the specified range is ±10 kN. For example, four optional engine thrusts are determined around 88.81 kN: 80, 85, 90, and 95.

[0089] Then, in step S4, the ground contact speed V is calculated.at-on , calculate the touchdown track angle θ in step S5 at .

[0090] In some optional implementations, in step S4, the ground contact speed V is determined by the following formula: at-on :

[0091]

[0092]

[0093] Z p =n e Pη j sin(α at1 +θ j )

[0094] Among them, P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0095] In some optional embodiments, in step S5, the touchdown track angle θ is determined by the following formula: at :

[0096]

[0097]

[0098] Among them, C Dat-on It is the drag coefficient corresponding to the touchdown angle in the increased lift state.

[0099] For the four optional engine thrusts P, the calculated parameters are shown in Table 1 below.

[0100] Table 1 Thrust calculation data of four optional engines

[0101] P / KN <![CDATA[Z p / KN]]> CL CD D / KN <![CDATA[V at-on m / s]]> <![CDATA[θ at / °]]> 80 178.343 2.597 0.3959 271.601 56.33 -0.705 85 189.489 2.624 0.4022 271.375 55.86 -0.43 90 200.636 2.651 0.4086 271.167 55.40 -0.138 95 211.782 2.677 0.415 271.012 54.96 0.149

[0102] In Table 1, the second column is the component of thrust in the lift direction, the third column is the lift coefficient corresponding to the touchdown angle in the enhanced lift state, the fourth column is the drag coefficient corresponding to the touchdown angle in the enhanced lift state (including the drag increment due to the opening of the drag plates), the fifth column is the drag corresponding to the touchdown angle in the enhanced lift state, the sixth column is the speed required to maintain lift balance at the touchdown point, that is, the touchdown speed, and the seventh column is the track angle for touchdown in the enhanced lift state.

[0103] Finally, in step S6, interpolation calculation is performed. In some optional implementations, in step S6, the setting requirements include:

[0104] Touchdown speed V at-on Less than the given touchdown speed target value;

[0105] Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

[0106] Touchdown track angle θ at Less than -0.3° can ensure that the aircraft will not fail to touch down due to excessive control thrust. A sinking speed at the touchdown point of less than 1.5m / s can ensure flight safety. For example, if the target landing speed is 56m / s and the touchdown track angle is -0.3°, the sinking speed at the touchdown point is 0.29m / s, which is less than the 1.5m / s specified in the standard and meets safety requirements.

[0107] The data in Table 1 shows that while the flight path angle meets the design limits for an 80 kN engine thrust, the landing touchdown velocity exceeds 56 m / s, exceeding the specified touchdown velocity target. While the landing touchdown velocity meets the design requirements for a 95 kN engine thrust, the flight path angle exceeds -0.3°. Using an interpolation algorithm, the engine control thrust range for the example aircraft's landing touchdown is 83.5 kN to 87.22 kN, with the calculated minimum landing touchdown velocity being 55.65 m / s.

[0108] A second aspect of the present application provides a transport aircraft landing engine thrust determination device corresponding to the above method, which is applied to a power-lift transport aircraft with blown flaps on the lower surface. The device comprises:

[0109] Use the angle of attack and lift coefficient determination module to determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1 And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ;

[0110] The engine thrust initial value determination module is used to determine the lift coefficient C of the aircraft landing in the non-powered lift state. Lat1 Calculate the initial value of engine thrust P oni ;

[0111] 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;

[0112] The touchdown speed determination module is used to determine the lift coefficient C of the aircraft landing in the increased lift state. Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ;

[0113] The touchdown track angle determination module is used to determine the touchdown angle α of the aircraft according to the power-up state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at ;

[0114] The engine thrust range selection module is used to determine the touchdown speed V that meets the set requirements through interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

[0115] In some optional embodiments, in the module for determining the angle of attack and lift coefficient, the angle of attack α is used. at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in,

[0116] α at-max =θ tm -2;

[0117] α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

[0118] 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 :

[0119]

[0120]

[0121]

[0122] Among them, P off The engine thrust required for the aircraft to touch down in the 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 touchdown point, C Datis 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

[0123] In some optional embodiments, the number of optional engine thrusts is not less than 4, and the specified range is ±10KN.

[0124] In some optional implementations, in the ground contact speed determination module, the ground contact speed V is determined by the following formula: at-on :

[0125]

[0126]

[0127] Z p =n e Pη j sin(α at1 +θ j )

[0128] Among them, P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0129] In some optional embodiments, in the touchdown track angle determination module, the touchdown track angle θ is determined by the following formula: at :

[0130]

[0131]

[0132] Among them, C Dat-on It is the drag coefficient corresponding to the touchdown angle in the increased lift state.

[0133] In some optional implementations, the setting requirements include:

[0134] Touchdown speed V at-on Less than the given touchdown speed target value;

[0135] Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

[0136] 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 thrust of an engine of a transport aircraft during landing.

[0137] In a fourth aspect, the present application provides a readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for determining engine thrust during landing of a transport aircraft. The computer-readable storage medium may be included in the apparatus described in the aforementioned embodiments, or it may exist independently and not 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 aforementioned method.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] 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 the engine thrust of a transport aircraft during landing, applied to a powered lift transport aircraft with blown flaps on the lower surface, characterized in that: The method includes: Step S1: Determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1 And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ; Step S2: The lift coefficient C of the aircraft landing in the non-powered lift state is calculated. Lat1 Calculate the initial value of engine thrust P oni ; Step S3: At the initial value of engine thrust P oni Form multiple optional engine thrusts within a specified range nearby; Step S4: The lift coefficient C of the aircraft landing in the increased lift state Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ; Step S5: Use the angle of attack α to determine the landing point of the aircraft according to the power-lift state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at ; Step S6: Determine the touchdown speed V that meets the set requirements by interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

2. The method for determining the engine thrust of a transport aircraft during landing according to claim 1, wherein: In step S1, the angle of attack α is used at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in, a at-max =θ tm -2; α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

3. The method for determining the engine thrust of a transport aircraft during landing according to claim 1, 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 the aircraft to touch down in the 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 touchdown point, C Dat 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

4. The method for determining the engine thrust of a transport aircraft during landing according to claim 1, wherein: In step S3, the number of selectable engine thrusts is not less than 4, and the specified range is ±10 kN.

5. The method for determining the engine thrust of a transport aircraft during landing according to claim 1, wherein: In step S4, the ground contact speed V is determined by the following formula: at-on : 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 the engine thrust of a transport aircraft during landing according to claim 1, wherein: In step S5, the touchdown track angle θ is determined by the following formula: at : Among them, C Dat-on It is the drag coefficient corresponding to the touchdown angle in the increased lift state.

7. The method for determining the engine thrust of a transport aircraft during landing according to claim 1, wherein: In step S6, the setting requirements include: Touchdown speed V at-on Less than the given touchdown speed target value; Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

8. A device for determining the engine thrust of a transport aircraft during landing, applied to a powered lift transport aircraft with blown flaps on the lower surface, characterized in that: The device includes: Use the angle of attack and lift coefficient determination module to determine the landing point of the aircraft in the power-lift state using the angle of attack α at-on , determine the angle of attack α at-on The corresponding lift coefficient C of the aircraft landing in the non-powered lift state Lat1 And the lift coefficient C of the aircraft in the increased lift state landing Lat-on ; The engine thrust initial value determination module is used to determine the lift coefficient C of the aircraft landing in the non-powered lift state. Lat1 Calculate the initial value of engine thrust P 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 touchdown speed determination module is used to determine the lift coefficient C of the aircraft landing in the increased lift state. Lat-on , calculate the touchdown speed V for each optional engine thrust at-on ; The touchdown track angle determination module is used to determine the touchdown angle α of the aircraft according to the power-up state. at-on and touchdown speed V at-on , calculate the touchdown flight path angle θ for each optional engine thrust at ; The engine thrust range selection module is used to determine the touchdown speed V that meets the set requirements through interpolation calculation. at-on Angle θ with touchdown track at engine thrust range.

9. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: In the module for determining the lift coefficient using the angle of attack and lift coefficient, the angle of attack α is used. at-on Not higher than the maximum operating value of the touchdown angle of attack α of the powered lift transport aircraft with blown flaps at-max The maximum available angle of attack α for the aircraft touching down in the non-powered lift state at ,in, a at-max =θ tm -2; α at The allowable lift coefficient C of the aircraft landing in the non-powered lift state Lat With the maximum available angle of attack α at The interpolation is obtained in the constructed relationship table, C Lmax is the maximum lift coefficient of the aircraft landing configuration in the non-powered lift state, θ tm The tail of the aircraft was wiped.

10. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: In the engine thrust initial value determination module, the engine thrust initial value P is determined by the following formula: oni : Among them, P off The engine thrust required for the aircraft to touch down in the 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 touchdown point, C Dat 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 speed pressure of the ground contact in the non-powered lift state, n e is the number of engines, θ at1 is the initial touchdown track angle.

11. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: The number of optional engine thrusts shall not be less than 4, and the specified range shall be ±10KN.

12. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: In the ground contact speed determination module, the ground contact speed V is determined by the following formula: at-on : Among them, P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

13. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: In the touchdown track angle determination module, the touchdown track angle θ is determined by the following formula: at : Among them, C Dat-on It is the drag coefficient corresponding to the touchdown angle in the increased lift state.

14. The transport aircraft landing engine thrust determination device according to claim 8, characterized in that: The setup requirements include: Touchdown speed V at-on Less than the given touchdown speed target value; Touchdown track angle θ at Less than -0.3°, and the touchdown track angle θ at With the touchdown speed V at-on The calculated sinking speed of the grounding point is less than 1.5m / s.

15. A computer device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method for determining the landing engine thrust of a transport aircraft according to any one of claims 1 to 7.

16. 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 thrust of the transport aircraft landing engine according to any one of claims 1 to 7.

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