A method for correcting the aerodynamic consistency between ground and space for high-speed aircraft

Abstract

This invention relates to a method for correcting the aerodynamic performance of a high-speed aircraft in a consistent manner between ground and air conditions: S1, calculating the aerodynamic performance of the high-speed aircraft under different conditions of the flight state to be corrected and the incoming flow conditions; S2, calculating the deviation rate of the aerodynamic performance of the high-speed aircraft under different conditions of the flight state to be corrected and the incoming flow conditions; S3, calculating the proportion of turbulence, thermal deformation, and rudder deflection of the aircraft; S4, determining the rudder deflection correction, thermal deformation correction, and transition correction under the flight state to be corrected and the incoming flow conditions; S5, using the rudder deflection correction, thermal deformation correction, and transition correction to correct the aerodynamic performance of the aircraft obtained from ground simulation, so that it is consistent with the aerodynamic performance of the aircraft under actual flight conditions.

Description

Technical Field

[0001] This invention belongs to the field of numerical simulation of aerodynamic performance of high-speed aircraft, and is used to solve the problems of aerodynamic performance of high-speed aircraft under real flight conditions and predicting the aerodynamic performance of flight test aircraft using ground data. Background Technology

[0002] With the rapid development of aircraft performance, current theoretical calculation methods and ground testing techniques have certain limitations in studying the aerodynamic performance of high-speed aircraft under real flight conditions. In order to enable theoretical calculation methods at the physical model level and wind tunnel testing environments to better reflect the research conditions under real flight conditions, it is necessary to conduct a comprehensive study on the consistency of high-speed aircraft aerodynamic performance between space and ground through a combination of various methods. Summary of the Invention

[0003] The technical problem solved by this invention is that traditional theoretical calculation methods for high-speed aircraft cannot adequately reflect the aerodynamic performance under real flight conditions. A ground-to-ground consistency correction method for the aerodynamic performance of high-speed aircraft is proposed. For the problem of the difference between the aerodynamic performance of high-speed aircraft under the ground and the sky, a ground-to-ground consistency correction principle is established based on the analysis and modeling of the difference between the ground and the sky, so as to realize the prediction of the aerodynamic performance of the aircraft under real flight conditions.

[0004] The technical solution of this invention is: a method for correcting the aerodynamic consistency between ground and space for high-speed aircraft, which includes the following steps:

[0005] S1. Calculate the aerodynamic performance of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance of the reference state, no rudder deflection, laminar flow, reference state, no rudder deflection, turbulent flow, reference state, with rudder deflection, laminar flow, reference state, with rudder deflection, turbulent flow, thermal deformation, no rudder deflection, laminar flow, thermal deformation, no rudder deflection, turbulent flow, reference state, no rudder deflection, transition, reference state, maximum rudder deflection, laminar flow, reference state, minimum rudder deflection, laminar flow, reference state, maximum rudder deflection, turbulent flow, and reference state, minimum rudder deflection, turbulent flow.

[0006] S2. Calculate the aerodynamic performance deviation rate of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and laminar flow, the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and turbulent flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in laminar flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in turbulent flow, and the aerodynamic performance deviation rate of the aircraft with transition in the reference state and transition state.

[0007] S3. Calculate the proportion of turbulence, thermal deformation, and rudder deflection of the aircraft.

[0008] S4. Using the aerodynamic performance deviation rate of each rudder deflection aircraft, the aerodynamic performance deviation rate of the aircraft in thermal deformation state, and the aerodynamic performance deviation rate of the aircraft in transition mode, as well as the proportion of turbulence degree, thermal deformation degree, and rudder deflection degree of the aircraft, the rudder deflection correction amount, thermal deformation correction amount, and transition correction amount under the flight state to be corrected and the incoming flow condition are obtained by interpolation fitting.

[0009] S5. The aerodynamic performance of the aircraft obtained from ground simulation is corrected by using rudder deflection correction, thermal deformation correction, and transition correction to make it consistent with the aerodynamic performance of the aircraft under actual flight conditions.

[0010] Preferably, step S1 is calculated using a CFD tool.

[0011] Preferably, the aerodynamic performance deviation rate of the rudder deflector aircraft in the reference state and laminar flow, and the aerodynamic performance deviation rate of the rudder deflector aircraft in the reference state and turbulent flow are calculated using the following formulas:

[0012]

[0013] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is the angle of attack, β is the sideslip angle, i is an aerodynamic performance term, i∈(x,y,z,mx,my,mz), where x is the axial force, y is the normal force, z is the lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, and δ∈(δ1,δ2,…,δ n ),δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar,turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow.

[0014] Preferably, the aerodynamic performance deviation rates of thermally deformed and laminarly-flowed thermally deformed aircraft, and the aerodynamic performance deviation rates of thermally deformed and turbulent-flowed thermally deformed aircraft are calculated using the following formulas:

[0015]

[0016] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, hd represents thermal deformation, i∈(x,y,z,mx,my,mz), x is axial force, normal force, and lateral force, mx is rolling moment, my is yaw moment, mz is pitching moment, and s is incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow.

[0017] Preferably, the aerodynamic performance deviation rate of the aircraft in the reference state and the transition state;

[0018]

[0019] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, bas represents the reference state, i∈(x,y,z,mx,my,mz), x is the axial force, normal force, and lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, and s is the incoming flow state, s∈(laminar,turbulence). When s=laminar, it represents laminar flow, and when s=turbulence, it represents turbulent flow.

[0020] Preferably, the turbulence degree ratio γ H,Ma,α,β The following formula is used for calculation:

[0021]

[0022] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, bas represents the reference state, i is the aerodynamic performance term, i∈(x,y,z,mx,my,mz), where x is the axial force, y is the normal force, z is the lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, and s is the incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow. This represents the average value for all aerodynamic performance indicators.

[0023] Preferably, the proportion τ of the aircraft's thermal deformation is calculated. H,Ma,α,β The calculation formula is as follows:

[0024]

[0025] Where H is altitude in km, Ma is the dimensionless Mach number, α is the angle of attack, β is the sideslip angle, bas represents the reference state, hd represents thermal deformation, i represents aerodynamic performance, i∈(x,y,z,mx,my,mz), where x is the axial force, y is the normal force, z is the lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, s represents the incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow, and δ is the rudder deflection angle. This indicates the calculation of the average value of various aerodynamic properties. The aerodynamic performance is at maximum thermal deformation.

[0026] Preferably, the proportion of aircraft rudder deflection σ is calculated. H,Ma,α,β The calculation formula is as follows:

[0027]

[0028] Where H is altitude in km, Ma is the dimensionless Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, i∈(x,y,z,mx,my,mz), x is axial force, normal force, and lateral force, mx is roll, my is yaw, and mz is pitch, and δ∈(δ1,δ2,…,δ n ),δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar,turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow;

[0029] C_max H,Ma,α,β,bas,i,s,δ For maximum rudder deflection aerodynamic performance, C_max H,Ma,α,β,bas,i,s,δi =max(C H,Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]);

[0030] C_min H,Ma,α,β,bas,i,s,δ For minimum rudder deflection aerodynamic performance: C_min H,Ma,α,β,bas,i,s,δi =min(C H,Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]).

[0031] Preferably, based on the rudder deflection correction amount thermal distortion correction amount and transition correction amount and the aerodynamic performance C of the reference state aircraft H,Ma,α,β,bas,i,s＝turb,δ The formula for calculating the aerodynamic performance of an aircraft in flight state is as follows:

[0032] The advantages of this invention compared to the prior art are:

[0033] (1) This invention achieves individual correction for each factor by using discrete partial derivatives for each factor affecting aerodynamic performance. Compared with the existing method of using transition model and dynamic mesh of aerodynamic rudder for force-thermal coupling numerical calculation, this invention simplifies the numerical calculation process while meeting the prediction accuracy.

[0034] (2) The integrated correction module of this invention compensates for the influence of rudder deflection, thermal deformation and transition on aerodynamic performance, thus ensuring the accuracy of aerodynamic performance prediction in flight state. Attached Figure Description

[0035] Figure 1 Flowchart of the method for correcting the consistency between heaven and earth;

[0036] Figure 2 This is a comparison chart of the results before and after correction with the flight test results. Detailed Implementation

[0037] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0038] like Figure 1 As shown, the method for correcting the aerodynamic consistency between ground and space for high-speed aircraft includes the following steps:

[0039] S1. Calculate the aerodynamic performance of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance of the reference state, no rudder deflection, laminar flow, reference state, no rudder deflection, turbulent flow, reference state, with rudder deflection, laminar flow, reference state, with rudder deflection, turbulent flow, thermal deformation, no rudder deflection, laminar flow, reference state, no rudder deflection, transition, reference state, maximum rudder deflection, laminar flow, reference state, minimum rudder deflection, laminar flow, reference state, maximum rudder deflection, turbulent flow, and reference state, minimum rudder deflection, turbulent flow.

[0040] This step uses CFD tools for calculation. The specific calculation method is as follows:

[0041] (1.1) For the reference state and the shape of the aircraft without rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "Laminar flow" in the "Viscous Model Options" of the CFD tool, and use the CFD tool to calculate the "Reference State, No Rudder Deflection, Laminar Flow Aerodynamic Performance";

[0042] (1.2) For the reference state and the shape of the aircraft without rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "turbulent model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "reference state, no rudder deflection, turbulent aerodynamic performance";

[0043] (1.3) For the reference state and the shape of the aircraft with rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "Laminar flow" in the "Viscous Model Options" of the CFD tool, and use the CFD tool to calculate the "Reference State, with Rudder Deflection, Laminar Flow Aerodynamic Performance";

[0044] (1.4) For the reference state and the shape of the aircraft with rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "turbulent model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "reference state, rudder deflection, turbulent aerodynamic performance".

[0045] (1.5) For the shape of the aircraft with thermal deformation and no rudder deflection, according to the corresponding flight conditions such as altitude, Mach number, angle of attack, sideslip angle, etc., select "Laminar flow" in the "Viscous Model Options" of the CFD tool, and use the CFD tool to calculate "thermal deformation, no rudder deflection, laminar flow aerodynamic performance".

[0046] (1.6) For the shape of the aircraft with thermal deformation and no rudder deflection, according to the corresponding flight conditions such as altitude, Mach number, angle of attack, sideslip angle, etc., select "turbulent model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "thermal deformation, no rudder deflection, turbulent aerodynamic performance".

[0047] (1.7) For the reference state and the shape of the aircraft without rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "transition model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "reference state, no rudder deflection, transition aerodynamic performance";

[0048] (1.8) For the aircraft shape of the reference state and maximum rudder deflection, according to the incoming flow conditions such as altitude, Mach number, angle of attack, and sideslip angle corresponding to the input flight state, select "Laminar flow" in the "Viscous Model Options" of the CFD tool, and use the CFD tool to calculate "Reference state, maximum rudder deflection, and laminar aerodynamic performance".

[0049] (1.9) For the aircraft shape of the reference state and minimum rudder deflection, according to the corresponding altitude, Mach number, angle of attack, sideslip angle and other flow conditions of the input flight state, select "Laminar flow" in the "Viscous Model Options" of the CFD tool, and use the CFD tool to calculate "Reference state, minimum rudder deflection, laminar flow aerodynamic performance";

[0050] (1.10) For the aircraft shape in the reference state and at maximum rudder deflection, according to the incoming flow conditions such as altitude, Mach number, angle of attack, and sideslip angle corresponding to the input flight state, select "turbulent model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "reference state, maximum rudder deflection, and turbulent aerodynamic performance".

[0051] (1.11) For the aircraft shape of the reference state and minimum rudder deflection, according to the incoming flow conditions such as altitude, Mach number, angle of attack, and sideslip angle corresponding to the input flight state, select "turbulent model" in the "viscous model option" of the CFD tool, and use the CFD tool to calculate "reference state, minimum rudder deflection, and turbulent aerodynamic performance".

[0052] S2. Calculate the aerodynamic performance deviation rate of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and laminar flow, the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and turbulent flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in laminar flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in turbulent flow, and the aerodynamic performance deviation rate of the aircraft with transition in the reference state and transition state.

[0053] Specific calculation method:

[0054] Using the aerodynamic performance of the aircraft in the reference state, without rudder deflection, and in laminar flow, and the aerodynamic performance of the aircraft in the reference state, with rudder deflection, and in laminar flow, calculate the aerodynamic performance deviation rate of the aircraft in the reference state, in laminar flow.

[0055] Using the aerodynamic performance of the aircraft under reference conditions, without rudder deflection and in turbulent conditions, and the aerodynamic performance of the aircraft under reference conditions, with rudder deflection and in turbulent conditions, calculate the aerodynamic performance deviation rate of the aircraft under reference conditions and in turbulent conditions.

[0056] The aerodynamic performance deviation rate of a rudder-driven aircraft in reference state and laminar flow, and the aerodynamic performance deviation rate of a rudder-driven aircraft in reference state and turbulent flow are calculated using the following formulas:

[0057]

[0058] Where H is altitude in km, Ma is the dimensionless Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, i∈(x,y,z,mx,my,mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and δ∈(δ1,δ2,…,δ n ),δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar,turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow.

[0059] Using the "baseline state, no rudder deflection, laminar flow aerodynamic performance" and the "thermal deformation, no rudder deflection, laminar flow aerodynamic performance", calculate the "aerodynamic performance deviation rate of thermally deformed aircraft in laminar flow".

[0060] Using the aerodynamic performance of the aircraft under reference conditions, without rudder deflection, and in turbulent conditions, and the aerodynamic performance under thermal deformation, without rudder deflection, and in turbulent conditions, calculate the aerodynamic performance deviation rate of the aircraft under thermal deformation and turbulent conditions.

[0061] The aerodynamic performance deviation rates of thermally deformed aircraft under both laminar and turbulent flow conditions are calculated using the following formulas:

[0062]

[0063] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, hd represents thermal deformation, i∈(x,y,z,mx,my,mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and s is incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow.

[0064] Using the aerodynamic performance of the reference state, without rudder deflection, and in turbulence, and the aerodynamic performance of the reference state, without rudder deflection, and in transition, calculate the aerodynamic performance deviation rate of the transition aircraft in the reference state and in transition.

[0065] The aerodynamic performance deviation rate of the aircraft in the reference state and transition state;

[0066]

[0067] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, bas represents the reference state, i∈(x,y,z,mx,my,mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and s is incoming flow state, s∈(laminar,turbulence). When s=laminar, it represents laminar flow, and when s=turbulence, it represents turbulent flow.

[0068] S3. Calculate the proportion of turbulence, thermal deformation, and rudder deflection of the aircraft.

[0069] The proportion of turbulence γ H,Ma,α,β The following formula is used for calculation:

[0070]

[0071] Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, bas represents the reference state, i is aerodynamic performance, i∈(x,y,z,mx,my,mz), x is axial force, normal force, and lateral force, mx is roll, my is yaw, and mz is pitch, and s is the incoming flow state, s∈(laminar,turbulence). When s=laminar, it represents laminar flow, and when s=turbulence, it represents turbulent flow.

[0072] This indicates the calculation of the average value of each aerodynamic performance.

[0073] γ H,Ma,α,β =0 indicates laminar flow, γ H,Ma,α,β =1 indicates turbulent flow.

[0074] Calculate the proportion τ of thermal deformation of the aircraft H,Ma,α,β The calculation formula is as follows:

[0075]

[0076] Where H is altitude in km, Ma is the dimensionless Mach number, α is angle of attack, β is sideslip angle, bas represents the reference state, hd represents the reference state, i represents aerodynamic performance, i∈(x,y,z,mx,my,mz), where x is the axial force, normal force, and lateral force, mx is roll, my is yaw, and mz is pitch, s is the incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow, and δ is the rudder deflection angle. This indicates the calculation of the average value of various aerodynamic properties. The aerodynamic performance is at maximum thermal deformation.

[0077] Where τ H,Ma,α,β =0 represents the state without thermal deformation, τ H,Ma,α,β =1 represents the state of complete thermal deformation, and τ represents the percentage of thermal deformation of the aircraft. H,Ma,α,β

[0078] Calculate the proportion of aircraft rudder deflection σ H,Ma,α,β The calculation formula is as follows:

[0079]

[0080] Where H is altitude in km, Ma is the dimensionless Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, i∈(x,y,z,mx,my,mz), x is axial force, normal force, and lateral force, mx is roll, my is yaw, and mz is pitch, and δ∈(δ1,δ2,…,δ n ),δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar,turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow.

[0081] C_max H,Ma,α,β,bas,i,s,δ For maximum rudder deflection aerodynamic performance, C_max H,Ma,α,β,bas,i,s,δi =max(C H,Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]);

[0082] C_min H,Ma,α,β,bas,i,s,δ For minimum rudder deflection aerodynamic performance: C_minH,Ma,α,β,bas,i,s,δi =min(C H,Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]);

[0083] Where σ H,Ma,α,β =0 indicates no rudder deflection, σ H,Ma,α,β =1 indicates full rudder deflection.

[0084] S4. Using the aerodynamic performance deviation rate of each rudder deflection aircraft, the aerodynamic performance deviation rate of the aircraft in thermal deformation state, and the aerodynamic performance deviation rate of the aircraft in transition mode, as well as the proportion of turbulence degree, thermal deformation degree, and rudder deflection degree of the aircraft, the rudder deflection correction amount, thermal deformation correction amount, and transition correction amount under the flight state to be corrected and the incoming flow condition are obtained by interpolation fitting.

[0085] The proportion of turbulence intensity of aircraft γ H,Ma,α,β , and the corresponding aerodynamic performance deviation rate ΔC of the transition aircraft under (H, Ma, α, β) states. H,Ma,α,β,bas,i,s Given n+1 units, calculate the Lagrange interpolation function:

[0086]

[0087] The transition correction can be calculated from the interpolation function and the proportion of turbulence intensity:

[0088]

[0089] The proportion of aircraft rudder deflection σ H,Ma,α,β The aerodynamic performance deviation rate ΔC of the rudder deflection aircraft under the corresponding (H, Ma, α, β) state. H,Ma,α,β,bas,i,s＝turb,δ Given a quantity of l+1, calculate the Lagrange interpolation function:

[0090]

[0091] The rudder deflection correction amount is calculated based on the interpolation function and the proportion of rudder deflection.

[0092]

[0093] The proportion of thermal deformation of the aircraft τ H,Ma,α,β And the aerodynamic performance deviation rate ΔC of the thermally deformable aircraft under the corresponding (H, Ma, α, β) states. H,Ma,α,β,hd,i,s＝turb Given a quantity of m+1, calculate the Lagrange interpolation function:

[0094]

[0095] The thermal deformation correction amount can be calculated from the interpolation function and the proportion of thermal deformation degree:

[0096]

[0097] S5. The aerodynamic performance of the aircraft obtained from ground simulation is corrected by using rudder deflection correction, thermal deformation correction, and transition correction to make it consistent with the aerodynamic performance under actual flight conditions.

[0098] Based on rudder deflection correction amount thermal distortion correction amount and transition correction amount and the aerodynamic performance C of the reference state aircraft H,Ma,α,β,bas,i,s＝turb,δ The formula for calculating the aerodynamic performance of an aircraft in flight state is as follows:

[0099] Example:

[0100] Taking a certain aircraft as an example, try to obtain the axial force, normal force coefficient and lift-to-drag ratio of the aircraft under a certain flight state U.

[0101] 1. The aerodynamic performance of the aircraft in the reference state was calculated:

[0102] C U,bas,x,turb,δ＝0 = -0.0938, C U,bas,y,turb,δ＝0 =0.7146;

[0103] Aerodynamic performance deviation rate of rudder-deflecting aircraft:

[0104] ΔC U,bas,x,lami,δ =1.26%, ΔC U,bas,x,turb,δ =0.78%;

[0105] ΔC U,bas,y,lami,δ =2.21%, ΔC U,bas,y,turb,δ =1.97%;

[0106] The aerodynamic performance deviation rate of the aircraft in thermal deformation state was calculated as follows:

[0107] ΔC U,hd,x,lami =10.29%, ΔC U,hd,x,turb = -12.66%;

[0108] ΔC U,hd,y,lami =8.03%, ΔC U,hd,y,turb =6.39%;

[0109] The aerodynamic performance deviation rate of the aircraft under transition mode was calculated as follows:

[0110] ΔC U,bas,x,lami =11.61%, ΔC U,bas,x,turb =0.76%;

[0111] ΔC U,bas,y,lami= -15.93%, ΔC U,bas,y,turb = -1.34%.

[0112] 2. The calculated percentage of aircraft rudder deflection is: σ U =0.0599;

[0113] Percentage of thermal deformation of aircraft: τ U =0.2086;

[0114] Aircraft turbulence level percentage: γ U =0.63.

[0115] The rudder deflection correction amount is obtained by fitting:

[0116]

[0117] Thermal distortion correction amount:

[0118]

[0119] Transition correction amount:

[0120]

[0121] 3. Calculate and obtain the aerodynamic performance of the aircraft in flight state:

[0122] C 飞行_U,x = -0.0828, C 飞行_U,y = -0.7762;

[0123] The lift-to-drag ratio of the aircraft in this flight state is approximately 4.81.

[0124] The flight test results are: C 飞试_U,x = -0.0816, C 飞试_U,y = -0.7707;

[0125] The lift-to-drag ratio in this flight test state was 4.83.

[0126] This invention uses conventional aerodynamic and thermal performance parameter solving methods to obtain the aerodynamic performance and aerodynamic performance deviation rate of an aircraft in various states. Correction values ​​are obtained through interpolation and fitting to calculate the aerodynamic performance of the aircraft in flight state. This method can significantly correct for differences in aerodynamic performance between ground and space, achieving consistency in aerodynamic performance between ground and space, and is a powerful tool for evaluating the aerodynamic performance of high-speed aircraft in flight state. This invention can calculate the aerodynamic performance of aircraft with consistent ground and space conditions under actual flight conditions, and also provides a method for predicting the aerodynamic performance of flight test aircraft using ground data, such as... Figure 2 As shown.

[0127] This invention is not limited to the correction calculation of the aerodynamic performance of high-speed aircraft in flight state with consistency between heaven and earth, but can be extended to the calculation of the aerodynamic performance of any aircraft with differences between heaven and earth or consistency between heaven and earth.

[0128] The above provides a detailed description of the supersonic vehicle aerodynamic performance consistency correction method for ground and space travel according to the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention; these examples are merely for the purpose of helping to understand the method and its core ideas. It should be noted that any simple modifications made to the above examples without departing from the technical essence of the present invention fall within the technical scope of the present invention.

[0129] The contents not described in detail in this specification are common knowledge to those skilled in the art.

Claims

1. A method for correcting the aerodynamic consistency between ground and space for high-speed aircraft, characterized in that... Includes the following steps: S1. Calculate the aerodynamic performance of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance of the reference state, no rudder deflection, laminar flow, reference state, no rudder deflection, turbulent flow, reference state, with rudder deflection, laminar flow, reference state, with rudder deflection, turbulent flow, thermal deformation, no rudder deflection, laminar flow, thermal deformation, no rudder deflection, turbulent flow, reference state, no rudder deflection, transition, reference state, maximum rudder deflection, laminar flow, reference state, minimum rudder deflection, laminar flow, reference state, maximum rudder deflection, turbulent flow, and reference state, minimum rudder deflection, turbulent flow. S2. Calculate the aerodynamic performance deviation rate of the high-speed aircraft under different states and incoming flow conditions, including the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and laminar flow, the aerodynamic performance deviation rate of the aircraft with rudder deflection in the reference state and turbulent flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in laminar flow, the aerodynamic performance deviation rate of the aircraft with thermal deformation in turbulent flow, and the aerodynamic performance deviation rate of the aircraft with transition in the reference state and transition state. S3. Calculate the proportion of turbulence, thermal deformation, and rudder deflection of the aircraft. S4. Using the aerodynamic performance deviation rate of each rudder deflection aircraft, the aerodynamic performance deviation rate of the aircraft in thermal deformation state, and the aerodynamic performance deviation rate of the aircraft in transition mode, as well as the proportion of turbulence degree, thermal deformation degree, and rudder deflection degree of the aircraft, the rudder deflection correction amount, thermal deformation correction amount, and transition correction amount under the flight state to be corrected and the incoming flow condition are obtained by interpolation fitting. S5. The aerodynamic performance of the aircraft obtained from ground simulation is corrected by using rudder deflection correction, thermal deformation correction, and transition correction to make it consistent with the aerodynamic performance of the aircraft under actual flight conditions.

2. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 1, characterized in that, Step S1 is calculated using CFD tools.

3. The method for correcting the aerodynamic consistency between ground and space for high-speed aircraft according to claim 1, characterized in that, The aerodynamic performance deviation rate of a rudder-driven aircraft in reference state and laminar flow, and the aerodynamic performance deviation rate of a rudder-driven aircraft in reference state and turbulent flow are calculated using the following formulas: Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance term, i∈(x, y, z, mx, my, mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and δ∈(δ1, δ2, ..., δ n ), δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar, turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow.

4. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 3, characterized in that, The aerodynamic performance deviation rates of thermally deformed aircraft under both laminar and turbulent flow conditions are calculated using the following formulas: Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, hd represents thermal deformation, i∈(x, y, z, mx, my, mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and s is incoming flow state, s∈(laminar, turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow.

5. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 1, characterized in that, The aerodynamic performance deviation rate of the aircraft in the reference state and transition state is calculated using the following formula: Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, i is aerodynamic performance, bas represents the reference state, i∈(x,y,z,mx,my,mz), x is axial force, y is normal force, z is lateral force, mx is roll moment, my is yaw moment, mz is pitch moment, and s is incoming flow state, s∈(laminar,turbulence). When s=laminar, it represents laminar flow, and when s=turbulence, it represents turbulent flow.

6. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 1, characterized in that, The proportion of turbulence γ H，Ma，α,β The following formula is used for calculation: i∈(x,y,z,mx,my,mz) Where H is altitude in km, Ma is the dimensionless parameter Mach number, α is angle of attack, β is sideslip angle, bas represents the reference state, i is the aerodynamic performance term, x is the axial force, y is the normal force, z is the lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, and s is the incoming flow state, s∈(laminar, turbulence). When s=laminar, it represents laminar flow, and when s=turbulence, it represents turbulent flow. This represents the average value for all aerodynamic performance indicators.

7. The method for correcting the aerodynamic consistency between ground and space for high-speed aircraft according to claim 1, characterized in that, Calculate the proportion τ of thermal deformation of the aircraft H，Ma，α,β The calculation formula is as follows: Where H is altitude in km, Ma is the dimensionless Mach number, α is the angle of attack, β is the sideslip angle, bas represents the reference state, hd represents thermal deformation, i represents aerodynamic performance, i∈(x,y,z,mx,my,mz), where x is the axial force, y is the normal force, z is the lateral force, mx is the roll moment, my is the yaw moment, mz is the pitch moment, s represents the incoming flow state, s∈(laminar,turbulence), where s=laminar indicates laminar flow and s=turbulence indicates turbulent flow, and δ is the rudder deflection angle. This represents the average value for all aerodynamic performance parameters. The aerodynamic performance is at maximum thermal deformation.

8. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 1, characterized in that, Calculate the proportion of aircraft rudder deflection σ H,Ma,α，β The calculation formula is as follows: Where H is altitude in km, Ma is the dimensionless Mach number, α is the angle of attack, β is the sideslip angle, i is the aerodynamic performance, i∈(x, y, z, mx, my, mz), x is the axial force, y is the normal force, z is the lateral force, mx is the roll, my is the yaw, mz is the pitch, and δ∈(δ1, δ2, ..., δ n ), δi∈[δi min ,δi max ], where δ is the rudder deflection angle, selected from a preset set of rudder deflection angles (δ1, δ2, ..., δ). n ), δ i Let δi be the i-th element in the set of rudder deflection angles. min δi is the minimum control deflection of the aircraft. max The maximum rudder deflection of the aircraft is denoted by bas, the reference state is s, the incoming flow state is s∈(laminar, turbulence), when s=laminar indicates laminar flow, and s=turbulence indicates turbulent flow; This represents the average value for all aerodynamic performance indicators; C_max H，Ma，α，β，bas,i,s,δ For maximum rudder deflection aerodynamic performance, C_max H,Ma,α,β,bas,i,s,δi =max(C H，Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]); C_min H,Ma,α,β,bas,i,s,δ For minimum rudder deflection aerodynamic performance: C_min H,Ma,α,β,bas,i,s,δi =min(C H,Ma,α,β,bas,i,s,δi ,δi∈[δi min ,δi max ]).

9. The method for correcting the aerodynamic consistency of high-speed aircraft based on ground and space conditions according to claim 1, characterized in that, Based on rudder deflection correction amount thermal distortion correction amount and transition correction amount and the aerodynamic performance C of the reference state aircraft H，Ma，α，β，bas，i，s＝turb，δ The formula for calculating the aerodynamic performance of an aircraft in flight state is as follows:

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