Propeller aircraft rolling moment characteristic calculation method considering dynamic influence

Abstract

The invention belongs to the technical field of propeller aircraft rolling moment calculation, and particularly relates to a propeller aircraft rolling moment characteristic calculation method considering dynamic influence. The influence of an attack angle, a sideslip angle, a speed, engine tension, the number of engines, the size and position of an engine nacelle, the diameter and rotating speed of a propeller, a flap deflection angle and a flap chord length on the rolling moment is fully considered, the influence of propeller slip flow and a propeller disc lateral force on the rolling moment is accurately represented, and a propeller aircraft rolling moment coefficient considering the dynamic influence is obtained. The method is used for calculating the rolling torque of the propeller-driven aircraft and can provide effective support for design, improvement and control of the propeller-driven aircraft.

Description

Technical Field

[0001] The present application belongs to the technical field of propeller aircraft rolling moment calculation, and specifically relates to a method for calculating the rolling moment characteristics of a propeller aircraft taking into account the influence of power. Background Art

[0002] Compared with jet-powered aircraft, the rolling moment of propeller-powered aircraft is more sensitive to power influence and the calculation method is more complicated.

[0003] The dynamic effects of propeller slipstream and lateral force of the propeller disc will cause a significant change in the rolling moment of the aircraft. At present, there is a lack of a method to calculate the rolling moment characteristics of propeller aircraft that fully considers the dynamic effects, making it difficult to accurately obtain the rolling moment of propeller aircraft and provide effective support for the design, improvement and control of propeller aircraft.

[0004] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0005] The purpose of the present application is to provide a method for calculating the rolling moment characteristics of a propeller aircraft taking into account the influence of power, so as to overcome or alleviate at least one aspect of the known technical defects.

[0006] The technical solution of this application is:

[0007] A method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, comprising:

[0008] Step 1: Calculate the rolling moment derivative ΔC generated by the propeller lateral force lβY ;

[0009] Step 2: Calculate the rolling moment derivative ΔC generated by the propeller slipstream lβs ;

[0010] Step 3: Use the rolling moment derivative ΔC generated by the propeller lateral force lβY , the rolling moment derivative ΔC generated by the propeller slipstream lβs , calculate the integrated rolling moment derivative

[0011] Step 4: Comprehensive rolling moment derivative Calculate the rolling moment coefficient ΔC caused by dynamic influence l .

[0012] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, step 1 is specifically as follows:

[0013]

[0014] in,

[0015] N is the number of engines;

[0016] is the derivative of the propeller side force to the sideslip angle based on the incoming flow pressure and the wing reference area;

[0017] h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction;

[0018] b w For wingspan.

[0019] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0020]

[0021] in,

[0022] G is the propeller lateral force derivative based on the slipstream pressure and the propeller disc area;

[0023] J is the aircraft's forward ratio;

[0024] S p is the paddle disc area;

[0025] S ref is the wing reference area;

[0026]

[0027] in,

[0028] V0 is the incoming flow velocity;

[0029] n is the propeller speed;

[0030] D is the propeller disc diameter;

[0031] S p =πD 2 / 4.

[0032] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0033]

[0034] in,

[0035] σ e is the inherent effectiveness factor of the blade;

[0036] β0 is the intermediate calculation parameter;

[0037] C T ' is the propeller thrust coefficient defined based on propeller thrust, rotation speed and propeller disk diameter;

[0038]

[0039] in,

[0040] B is the number of blades.

[0041] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0042] or,

[0043] in,

[0044] p e is the pulling force of the engine;

[0045] ρ is the air density;

[0046] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area.

[0047] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0048] or,

[0049] in,

[0050] q s is the slip velocity pressure;

[0051] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area.

[0052]

[0053] in,

[0054] q0 is the incoming flow velocity pressure;

[0055]

[0056] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0057] σ e = = 0.0003B × AF;

[0058] in,

[0059] AF is the active factor of the blade.

[0060] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 1,

[0061] h s =h p cos(α)+x p sin(α);

[0062] in,

[0063] h p It is the height from the center of the propeller disc to the center of gravity, and its direction is perpendicular to the axis of the fuselage;

[0064] x p It is the distance from the center of the propeller disc to the center of gravity, and its direction is parallel to the axis of the fuselage;

[0065] α is the aircraft angle of attack.

[0066] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, step 2 is specifically as follows:

[0067]

[0068] in,

[0069] C Ls is the lift coefficient increment produced by propeller slipstream;

[0070] x s It is the chordwise distance between the center of slipstream pressure and the leading edge of the wing where the engine is installed;

[0071] b w for wingspan;

[0072] is the intermediate calculation parameter;

[0073]

[0074] in,

[0075] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area;

[0076] is the lateral force derivative of the propeller disc;

[0077] S ref is the wing reference area;

[0078] S p is the paddle disc area;

[0079] V0 is the slipstream velocity;

[0080] V s is the intermediate calculation parameter.

[0081] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0082] x s =x le +H s ;

[0083] in,

[0084] x le It is the chord-wise distance between the center point of the propeller disc and the leading edge point of the wing where the engine is installed;

[0085] h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction.

[0086] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0087]

[0088] in,

[0089] C Lth (α z ,0) is the parameter α corresponding to the wing angle of attack based on the thin wing theory z The lift coefficient of

[0090] C Lth (α z ,δ) is the flap deflection and angle of attack corresponding parameter α based on thin wing theory z The lift coefficient of

[0091] is the flap parameter;

[0092] C' is the chord length of the wing with the flaps extended.

[0093] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0094]

[0095] in,

[0096] δ is the flap deflection angle;

[0097] α z is the parameter corresponding to the angle of attack;

[0098] φ is the flap parameter.

[0099] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0100] in,

[0101] i w is the angle of attack of the engine pull line relative to the local wing chord line;

[0102] α s is the angle between the slipstream velocity vector and the thrust centerline;

[0103] α p is the angle of attack of the airflow relative to the line of force;

[0104] α w is the wing angle of attack;

[0105] α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off;

[0106] i w =θ wi +θ pb ;

[0107] in,

[0108] θ wi is the installation angle of the local wing;

[0109] θ pb is the angle of attack of the thrust line relative to the fuselage axis;

[0110] α w =α+θ wi ;

[0111] in,

[0112] α is the aircraft angle of attack.

[0113] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0114] φ=an cos(2E-1);

[0115] in,

[0116] an cos is the inverse cosine function;

[0117] E is the intermediate calculation parameter;

[0118] or,

[0119] in,

[0120] C is the chord length of the wing at the engine installation position;

[0121] C t is the effective chord length of the two flaps of the double-slotted flap;

[0122] C t =fC t1 +(1-f)C t2 ;

[0123] in,

[0124] C t1 , C t2 is the chord length of the two flaps of the double-slotted flap;

[0125] f is the weight coefficient.

[0126] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0127]

[0128] fsz and dtbfsz are interpolation arrays;

[0129] δ t1 , δ t2 is the chord length of the two flaps.

[0130] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0131]

[0132] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0133] or,

[0134] in,

[0135] p e is the pulling force of the engine;

[0136] q s is the slip velocity pressure;

[0137] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area;

[0138] N is the number of engines.

[0139] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, in step 2,

[0140]

[0141] in,

[0142] q0 is the incoming flow velocity pressure;

[0143]

[0144] ρ is the air density;

[0145] S p =πD 2 / 4;

[0146] in,

[0147] D is the propeller disc diameter;

[0148]

[0149] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, step three is specifically as follows:

[0150]

[0151] According to at least one embodiment of the present application, in the above-mentioned method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, step 4 is specifically as follows:

[0152]

[0153] in,

[0154] β is the sideslip angle.

[0155] This application has at least the following beneficial technical effects:

[0156] A method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power is provided, which fully considers the influence of angle of attack, sideslip angle, speed, engine thrust, number of engines, engine nacelle size and position, propeller diameter and speed, flap deflection angle, and flap chord length on the rolling moment, accurately characterizes the influence of propeller slipstream and propeller disc lateral force on the rolling moment, and obtains the rolling moment coefficient of the propeller aircraft considering the influence of power, which is used to calculate the rolling moment of the propeller aircraft, and can provide effective support for the design, improvement and control of propeller aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0157] Figure 1 It is a schematic diagram of a method for calculating the rolling moment characteristics of a propeller aircraft taking into account the influence of power provided in an embodiment of the present application.

[0158] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION

[0159] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0160] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0161] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0162] The dynamic influence correction of the rolling moment of a propeller aircraft consists of two parts: the rolling moment generated by the lateral force of the propeller disc and the rolling moment generated by the propeller slipstream. In this regard, the present application provides a method for calculating the rolling force of a propeller aircraft considering the dynamic influence, such as Figure 1 shown.

[0163] Step 1: Calculate the rolling moment derivative ΔC generated by the propeller lateral force lβY .

[0164]

[0165] in,

[0166] N is the number of engines;

[0167] is the derivative of the propeller side force to the sideslip angle based on the incoming flow pressure and the wing reference area;

[0168] h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction;

[0169] b w For wingspan.

[0170]

[0171] in,

[0172] G is the propeller lateral force derivative based on the slipstream pressure and the propeller disc area;

[0173] J is the aircraft's forward ratio;

[0174] S p is the paddle disc area;

[0175] S ref is the reference area of ​​the wing.

[0176]

[0177] in,

[0178] V0 is the incoming flow velocity;

[0179] n is the propeller speed;

[0180] D is the propeller disc diameter.

[0181] S p =πD 2 / 4…………4

[0182]

[0183] in,

[0184] σ e is the inherent effectiveness factor of the blade;

[0185] β0 is the intermediate calculation parameter;

[0186] C T ' is the propeller thrust coefficient defined based on propeller thrust, speed and propeller disk diameter.

[0187]

[0188] in,

[0189] B is the number of blades.

[0190] To solve the intermediate calculation parameter β0, we can first calculate the propeller thrust coefficient C' defined based on the propeller thrust, speed and propeller disk diameter: T , then discretize the intermediate calculation parameter β0 between [0,90], construct the intermediate calculation parameter β0 array, and use the interpolation algorithm to solve the numerical solution of the intermediate calculation parameter β0.

[0191] or,

[0192] in,

[0193] p e is the pulling force of the engine;

[0194] ρ is the air density;

[0195] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area.

[0196] or,

[0197] in,

[0198] q s is the slip velocity pressure;

[0199] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area.

[0200]

[0201] in,

[0202] q0 is the incoming flow rate pressure.

[0203]

[0204] σ e= = 0.0003B × AF…………11

[0205] in,

[0206] AF is the active factor of the blade.

[0207] h s =h p cos(α)+x p sin(α)…………12

[0208] in,

[0209] h p It is the height from the center of the propeller disc to the center of gravity, and its direction is perpendicular to the axis of the fuselage;

[0210] x p It is the distance from the center of the propeller disc to the center of gravity, and its direction is parallel to the axis of the fuselage;

[0211] α is the aircraft angle of attack.

[0212] Step 2: Calculate the rolling moment derivative ΔC generated by the propeller slipstream lβs .

[0213]

[0214] in,

[0215] C Ls is the lift coefficient increment produced by propeller slipstream;

[0216] x s It is the chordwise distance between the center of slipstream pressure and the leading edge of the wing where the engine is installed;

[0217] b w for wingspan;

[0218] is the intermediate calculation parameter.

[0219] x s =x le +H s …………14

[0220] in,

[0221] x le It is the chord-wise distance between the center point of the propeller disc and the leading edge point of the wing where the engine is installed;

[0222] h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction.

[0223]

[0224] in,

[0225] C Lth (α z ,0) is the parameter α corresponding to the wing angle of attack based on the thin wing theory z The lift coefficient of

[0226] C Lth (α z ,δ) is the flap deflection and angle of attack corresponding parameter α based on thin wing theory z The lift coefficient of

[0227] is the flap parameter;

[0228] C' is the chord length of the wing with the flaps extended.

[0229]

[0230] in,

[0231] δ is the flap deflection angle;

[0232] α z is the parameter corresponding to the angle of attack;

[0233] φ is the flap parameter.

[0234]

[0235] in,

[0236] i w is the angle of attack of the engine pull line relative to the local wing chord line;

[0237] α s is the angle between the slipstream velocity vector and the thrust centerline;

[0238] α p is the angle of attack of the airflow relative to the line of force;

[0239] α w is the wing angle of attack;

[0240] α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off.

[0241] i w =θ wi +θ pb …………18

[0242] in,

[0243] θ wi is the installation angle of the local wing;

[0244] θ pbis the angle of attack of the thrust line relative to the fuselage axis.

[0245] α w =α+θ wi …………19

[0246] in,

[0247] α is the aircraft angle of attack.

[0248] φ=an cos(2E-1)…………20

[0249] in,

[0250] an cos is the inverse cosine function;

[0251] E is an intermediate calculation parameter.

[0252] or,

[0253] in,

[0254] C is the chord length of the wing at the engine installation position;

[0255] C t is the effective chord length of the two flaps of the double-slotted flap.

[0256] C t =fC t1 +(1-f)C t2 …………twenty two

[0257] in,

[0258] C t1 , C t2 is the chord length of the two flaps of the double-slotted flap;

[0259] f is the weight coefficient.

[0260]

[0261] fsz and dtbfsz are interpolation arrays;

[0262] δ t1 , δ t2 is the chord length of the two flaps.

[0263] The interpolation arrays fsz and dtbfsz can be found in the following table: dtbfsz 0 0.2 0.4 0.6 0.8 1 plant 0 0.16 0.34 0.55 0.76 1

[0264]

[0265]

[0266] in,

[0267] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area;

[0268] is the lateral force derivative of the propeller disc;

[0269] S ref is the wing reference area;

[0270] S p is the paddle disc area;

[0271] V0 is the slipstream velocity;

[0272] V s is the intermediate calculation parameter.

[0273] or,

[0274] in,

[0275] p e is the pulling force of the engine;

[0276] q s is the slip velocity pressure;

[0277] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area;

[0278] N is the number of engines.

[0279]

[0280] in,

[0281] q0 is the incoming flow rate pressure.

[0282]

[0283] ρ is the air density.

[0284] S p =πD 2 / 4…………29

[0285] in,

[0286] D is the propeller disc diameter.

[0287]

[0288]

[0289] in,

[0290] is the intermediate calculation parameter.

[0291] Step 3: Use the rolling moment derivative ΔC generated by the propeller lateral force lβY , the rolling moment derivative ΔC generated by the propeller slipstream lβs , calculate the integrated rolling moment derivative And its lateral static stability derivative C considering dynamic influence lβ-on .

[0292]

[0293]

[0294] in,

[0295] C lβ-off It is the lateral static stability derivative of the aircraft in the unpowered state.

[0296] Step 4: Comprehensive rolling moment derivative Calculate the rolling moment coefficient ΔC caused by dynamic influence l .

[0297]

[0298] in,

[0299] β is the sideslip angle.

[0300] In a specific embodiment, the spiral landing aircraft has a wing area of ​​65m2, a wingspan of 26.2m, an aspect ratio of 10.56, and an average aerodynamic chord length of 2.5m. Two turboprop engines are suspended under the wing, with a propeller disk diameter of 4.4m, a number of blades of 6, and a blade parameter AF of 188. The local wing chord length is 2.6m, the thrust axis has an angle of attack of 1° relative to the fuselage axis, and the local wing installation angle is 3°. Takeoff configuration: the trailing edge double-slotted Fuller flap has a deflection angle of 20°+8°, the relative chord length of the two flaps is 0.2+0.1, and the chord length of the wing after the flaps are released is 1.2 times the original chord length. The lateral static stability derivative corresponding to the unpowered state angle of attack of 13.5° is 0.16rad-1, and the zero lift angle of attack of the unpowered state flap retracted configuration is -2°. The center of the propeller disc is 0.28m higher than the center of gravity of the aircraft, the center of the propeller disc is 1.82m away from the center of gravity of the aircraft, and the center of the propeller disc is 1.16m away from the leading edge of the wing where the engine is installed. The incoming flow velocity is 75m / s, the engine speed is 23.6 rpm, the corresponding engine thrust is 33.56KN, and the lift coefficient increment generated by the slipstream at an angle of attack of 13.5° is 0.63. The aircraft has an angle of attack of 13.5° and a sideslip angle of 10°. The roll moment derivative of the propeller aircraft is calculated using the method for calculating the roll moment characteristics of the propeller aircraft considering the influence of power disclosed in the above embodiment, which can be referred to as follows.

[0001] 1) Calculate β0 as shown in Table 1 below:

[0002] 2) Calculate ΔC lβY , as shown in Table 2 below:

[0003] 3) Calculation parameters As shown in Table 3 below:

[0004] 4) Calculate α z , as shown in Table 4 below:

[0005] 5) Calculate φ, as shown in Table 5 below:

[0006] 6) Calculation As shown in Table 6 below:

[0007] 7) Calculation As shown in Table 7 below:

[0008] 8) Calculate x s , as shown in Table 8 below:

[0009] 10) Calculate ΔC lβs , as shown in Table 10 below:

[0010] 11) Calculation C lβ-on , as shown in Table 11 below:

[0011] 12) Calculate ΔC l , as shown in Table 12 below:

[0012] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other. In the absence of conflict, the embodiments in this application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0013] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power, characterized in that: include: Step 1: Calculate the rolling moment derivative ΔC generated by the propeller lateral force lβY ; Step 2: Calculate the rolling moment derivative ΔC generated by the propeller slipstream lβs ; Step 3: Use the rolling moment derivative ΔC generated by the propeller lateral force lβY , the rolling moment derivative ΔC generated by the propeller slipstream lβs , calculate the integrated rolling moment derivative Step 4: Comprehensive rolling moment derivative Calculate the rolling moment coefficient ΔC caused by dynamic influence l .

2. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 1, characterized in that: Step 1 is as follows: in, N is the number of engines; is the derivative of the propeller side force to the sideslip angle based on the incoming flow pressure and the wing reference area; h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction; b w For wingspan.

3. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 2, characterized in that: In step one, in, G is the propeller lateral force derivative based on the slipstream pressure and the propeller disc area; J is the aircraft's forward ratio; S p is the paddle disc area; S ref is the wing reference area; in, V0 is the incoming flow velocity; n is the propeller speed; D is the diameter of the propeller disc; S p =πD 2 / 4。 4. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 3, characterized in that: In step one, in, σ e is the inherent effectiveness factor of the blade; β0 is the intermediate calculation parameter; C' T is the propeller thrust coefficient defined based on propeller thrust, rotation speed and propeller disk diameter; in, B is the number of blades.

5. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 4, characterized in that: In step one, or, in, p e is the pulling force of the engine; ρ is the air density; C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area.

6. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 5, characterized in that: In step one, or, in, q s is the slip velocity pressure; T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area. in, q0 is the incoming flow velocity pressure; q0=0.5ρV0 2 。 7. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 6, characterized in that: In step one, s e ==0.0003B×AF; in, AF is the active factor of the blade.

8. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 7, characterized in that: In step one, h s =h p cos(a)+x p sin(a); in, h p It is the height from the center of the propeller disc to the center of gravity, and its direction is perpendicular to the axis of the fuselage; x p It is the distance from the center of the propeller disc to the center of gravity, and its direction is parallel to the axis of the fuselage; α is the aircraft angle of attack.

9. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 8, characterized in that: Step 2 is as follows: in, C Ls is the lift coefficient increment produced by propeller slipstream; x s It is the chordwise distance between the slipstream pressure center and the leading edge of the wing where the engine is installed; b w for wingspan; is the intermediate calculation parameter; in, C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area; is the lateral force derivative of the propeller disc; S ref is the wing reference area; S p is the paddle disc area; V0 is the slipstream velocity; V s is the intermediate calculation parameter.

10. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 9, characterized in that: In step 2, x s =x le +H s ; in, x le It is the chord-wise distance between the center point of the propeller disc and the leading edge point of the wing where the engine is installed; h s It is the height from the center of the propeller disk to the center of gravity, and its direction is perpendicular to the airflow direction.

11. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 10, characterized in that: In step 2, in, C Lth (α z ,0) is the parameter α corresponding to the wing angle of attack based on the thin wing theory z The lift coefficient of C Lth (α z ,δ) is the flap deflection and angle of attack corresponding parameter α based on thin wing theory z The lift coefficient of is the flap parameter; C' is the chord length of the wing with the flaps extended.

12. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 11, characterized in that: In step 2, in, δ is the flap deflection angle; α z is the parameter corresponding to the angle of attack; φ is the flap parameter.

13. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 12, characterized in that: In step 2, in, i w is the angle of attack of the engine pull line relative to the local wing chord line; α s is the angle between the slipstream velocity vector and the thrust centerline; α p is the angle of attack of the airflow relative to the line of force; α w is the wing angle of attack; α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off; I w =θ wi +θ pb ; in, θ wi is the installation angle of the local wing; θ pb is the angle of attack of the thrust line relative to the fuselage axis; a w =α+θ wi ; in, α is the aircraft angle of attack.

14. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 13, characterized in that: In step 2, φ=an cos(2E-1); in, an cos is the inverse cosine function; E is the intermediate calculation parameter; or, in, C is the chord length of the wing at the engine installation position; C t is the effective chord length of the two flaps of the double-slotted flap; C t =fC t1 +(1-f)C t2 ; in, C t1 , C t2 is the chord length of the two flaps of the double-slotted flap; f is the weight coefficient.

15. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 14, characterized in that: In step 2, fsz and dtbfsz are interpolation arrays; δ t1 , δ t2 is the chord length of the two flaps.

16. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 15, characterized in that: In step 2, 17. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 16, characterized in that: In step 2, or, in, p e is the pulling force of the engine; q s is the slip velocity pressure; T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area; N is the number of engines.

18. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 17, characterized in that: In step 2, in, q0 is the incoming flow velocity pressure; q0=0.5ρV0 2 ; ρ is the air density; S p =πD 2 / 4; in, D is the diameter of the propeller disc; 19. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 18, characterized in that: Step three is as follows:

20. The method for calculating the rolling moment characteristics of a propeller aircraft considering the influence of power according to claim 19, characterized in that: Step 4 is as follows: in, β is the sideslip angle.

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