Real-time aircraft center of gravity balancing method and system based on dynamic parameter fusion

Abstract

The present invention belongs to the field of aircraft control technology, and relates to a real-time balancing method and system for the center of gravity of an aircraft based on dynamic parameter fusion, aiming to solve the problems of insufficient real-time performance, accuracy and adaptability of the center of gravity balancing method under complex flight conditions in the prior art. The present invention comprises: obtaining real-time parameters, calculating the real-time center of gravity position; if the real-time center of gravity position is not within a preset range, calculating the first moment of inertia and the first additional moment caused by the change in fuel density, and the second moment of inertia and the second additional moment caused by the aeroelastic deformation; performing a moment of inertia correction based on the first moment of inertia and the second moment of inertia; performing an additional moment correction based on the first additional moment, the second additional moment and the real-time pitch inertia moment; and completing the center of gravity balancing when the real-time center of gravity position is within a preset range. The present invention estimates the fuel density and aeroelastic parameters in real time through an adaptive control algorithm, and coordinately adjusts the rudder deflection and fuel distribution, which can effectively deal with the problem of center of gravity offset under complex disturbances.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft control, and in particular relates to a real-time aircraft center of gravity balancing method and system based on dynamic parameter fusion. Background Art

[0002] In modern aeronautical engineering, aircraft center of gravity trim, as a core technology in flight control systems, is directly related to flight stability, maneuverability, and fuel economy. A reasonable center of gravity trim method can effectively reduce flight drag, mitigate structural fatigue loads, and improve the control accuracy of avionics systems. However, current mainstream center of gravity trim technology is limited by traditional theoretical frameworks and algorithmic models, and faces significant bottlenecks in dynamic operating condition adaptability and data processing accuracy, making it difficult to meet the application needs of the rapidly developing aviation technology.

[0003] Currently, aircraft center of gravity trimming technology is primarily based on static parameters or simplified dynamic models, achieving center of gravity adjustment through fixed algorithms or offline calculations. This technology has the following technical characteristics: First, it employs a static trim strategy, relying on predefined initial data such as fuel distribution and structural parameters for trim calculations; second, it uses single-source data processing, relying heavily on data from accelerometers and fuel level sensors; and third, it uses a highly simplified mechanical model, constructing a trim moment calculation model based on the rigid wing assumption.

[0004] These technical defects directly lead to three major problems: First, the real-time performance is insufficient. The static model cannot dynamically respond to changes in fuel distribution and aeroelastic deformation, causing the balancing adjustment to lag behind the actual center of gravity offset, seriously affecting flight stability; second, the accuracy is limited. The instability of single-source data and the time asynchrony of multiple sensors lead to increased data fusion errors, weak measurement noise suppression capabilities, and insufficient data integrity, which easily lead to difficulties in achieving precise balancing; third, the model simplification error is significant. Because the aeroelastic effect (such as the additional aerodynamic torque and inertia moment changes caused by wing bending and torsional deformation) is not taken into account, the deviation in the moment of inertia calculation is further amplified, causing the balancing results to deviate from actual needs, increasing flight safety risks and reducing fuel economy.

[0005] As aviation technology advances toward higher speeds and greater intelligence, aircraft face increasingly complex flight conditions, placing higher demands on center-of-gravity trim capabilities. Therefore, there is an urgent need to develop a new aircraft center-of-gravity trim technology that can overcome these limitations and meet the stringent flight performance and safety requirements of modern aviation. Summary of the Invention

[0006] In order to solve the above-mentioned problems in the prior art, namely, the problems that the prior art aircraft center of gravity trimming methods under complex flight conditions are insufficient in real-time performance, accuracy, and adaptability, the first aspect of the present invention proposes a real-time aircraft center of gravity trimming method based on dynamic parameter fusion, the method comprising the following steps:

[0007] S1. Acquire sensor data and preprocess it to obtain real-time parameters, including flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters;

[0008] S2. obtaining a real-time center of gravity position based on the real-time parameters;

[0009] S3. If the real-time center of gravity position is not within a preset target range, determining, based on the real-time parameters, a first moment of inertia and a first additional torque caused by a change in fuel density, and a second moment of inertia and a second additional torque caused by aeroelastic deformation;

[0010] S4. Obtaining a real-time pitch moment of inertia based on the first moment of inertia and the second moment of inertia, and performing moment of inertia correction;

[0011] S5. Calculating a fuel transfer rate based on the first additional torque and the real-time center of gravity position, and determining a fuel redistribution instruction;

[0012] S6. Calculating a rudder surface deflection angle based on the first additional torque, the second additional torque, and the real-time pitching moment of inertia, and determining a rudder deflection command;

[0013] S7. Execute the fuel redistribution command and / or the rudder deflection command to perform additional torque correction;

[0014] S8. After the additional torque correction is completed, when the real-time center of gravity position is within a preset target range, the center of gravity trim is completed.

[0015] In some preferred embodiments, the pretreatment is performed by:

[0016] A sliding window filtering algorithm is used to eliminate sensor noise, dynamically remove outliers in sensor data that exceed the preset threshold range, and perform data cleaning;

[0017] The LSTM neural network is used to predict flight status parameters and output the next-moment flight status prediction value to compensate for sensor transmission delays and achieve multi-source data timestamp synchronization.

[0018] Analyze the fuel tank status and determine fuel status parameters; the fuel status parameters include the horizontal distance of the fuel tank center of mass relative to the Y axis, the horizontal distance of the fuel tank center of mass relative to the X axis, the vertical distance of the fuel tank center of mass relative to the Y axis, and the change in fuel mass in the fuel tank in the aircraft body coordinate system;

[0019] The wing deformation is analyzed to determine the wing deformation parameters and mechanical characteristic parameters; the wing deformation parameters include the wing vertical displacement and the real-time displacement of the wing tip; the mechanical characteristic parameters include the wing bending stiffness, the wing unit length mass distribution and the aerodynamic load distribution function.

[0020] In some preferred embodiments, the real-time center of gravity position is obtained based on the real-time parameters by:

[0021] Inputting the real-time parameters into a pre-built fuel dynamic model and an aeroelastic model, respectively, and calculating the fuel center of gravity offset and the aeroelastic center of gravity offset through the models;

[0022] Based on the aeroelastic center of gravity offset and the fuel center of gravity offset, combined with the design reference center of gravity position, the real-time center of gravity position is calculated ;

[0023] ;

[0024] in, is the fuel gravity center offset, is the aeroelastic center of gravity offset, is the design reference center of gravity position.

[0025] In some preferred embodiments, the fuel transfer rate is calculated as follows:

[0026] Based on the first additional torque and the real-time center of gravity position, determine the i Change in fuel density per tank :

[0027] ;

[0028] Calculate the fuel transfer rate based on the fuel density change :

[0029] ;

[0030] in, is the real-time volume of the fuel tank, is the first additional torque, For the i The horizontal distance of the center of mass of each fuel tank relative to the X-axis; is the fuel pump time constant, is the real-time center of gravity position.

[0031] In some preferred embodiments, the real-time pitching moment of inertia is obtained by:

[0032] ;

[0033] in, is the real-time pitch moment of inertia; is the original moment of inertia of the rigid wing, is the first moment of inertia, is the second moment of inertia.

[0034] In some preferred embodiments, the control surface deflection angle is calculated based on the first additional moment, the second additional moment and the real-time pitching moment of inertia, and the method is:

[0035] Define the control input as aerodynamic torque Offset the first additional torque With the second additional torque , determine the aerodynamic torque as:

[0036] ;

[0037] Based on the control input, the aerodynamic torque is converted into the rudder deflection angle, and the deflection angle is calculated. :

[0038] ;

[0039] in, is the second-order time derivative of the desired pitch angle; is the proportional gain matrix; is the differential gain matrix; is the pitch angle tracking error, is the first-order time derivative of the pitch angle tracking error; is the elevator moment coefficient; is the air density; is the airspeed; is the wing reference area; is the mean aerodynamic chord length.

[0040] In some preferred embodiments, the fuel redistribution instruction and the rudder deflection instruction are executed to perform additional moment correction, and the method is as follows:

[0041] Determine fuel redistribution instructions based on fuel transfer rate, control fuel transfer speed between different tanks, and change mass distribution;

[0042] According to the deflection angle, a rudder deflection command is determined, and the rudder surface is deflected synchronously to compensate for the instantaneous torque change during the fuel transfer process.

[0043] A second aspect of the present invention provides a real-time aircraft center of gravity balancing system based on dynamic parameter fusion, the system comprising:

[0044] a data acquisition module configured to acquire sensor data and perform preprocessing to obtain real-time parameters, wherein the real-time parameters include flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters;

[0045] a center of gravity calculation module, configured to obtain a real-time center of gravity position based on the real-time parameters;

[0046] Deviation judgment module: configured to compare the real-time center of gravity position with a preset target range and output a judgment result;

[0047] a center of gravity trim module configured to, in response to the determination result indicating that the standard is not met, perform fuel redistribution and / or rudder deflection to correct the moment of inertia and the additional moment to perform center of gravity trim;

[0048] a control module configured to control the center of gravity calculation module to recalculate the real-time center of gravity position after the center of gravity balancing module completes the adjustment, and to cyclically execute the operations of the deviation judgment unit and the center of gravity balancing module until the real-time center of gravity position falls within the preset target range;

[0049] To balance the center of gravity, the method is:

[0050] determining, based on the real-time parameters, a first moment of inertia and a first additional moment caused by a change in fuel density, and a second moment of inertia and a second additional moment caused by aeroelastic deformation;

[0051] Obtaining real-time pitch inertia moment based on the first inertia moment and the second inertia moment, and performing inertia moment correction;

[0052] Obtaining a fuel density change based on the first additional torque and the real-time center of gravity position, thereby calculating a fuel transfer rate and determining a fuel redistribution instruction;

[0053] obtaining an aerodynamic moment based on the first additional moment, the second additional moment, and the real-time pitching moment of inertia, converting the aerodynamic moment into a rudder surface deflection angle, and determining a rudder deflection command;

[0054] Execute fuel redistribution commands and / or rudder deflection commands to make additional torque corrections.

[0055] Beneficial effects of the present invention:

[0056] The present invention uses dynamic parameter fusion and real-time closed-loop control, and an adaptive control algorithm to estimate fuel density and aeroelastic parameters in real time, and coordinately adjust elevator deflection and fuel distribution. It effectively addresses the center of gravity offset problem under complex disturbances, improves balancing accuracy and response speed, and solves the limitations of traditional methods in fuel-aeroelastic coupling, multi-source data asynchrony, and parameter time-varying, providing a high-precision, high-real-time intelligent balancing solution for highly maneuverable aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Other features, objects and advantages of the present application will become more apparent upon reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0058] Figure 1 The present invention is a flowchart of a method for real-time balancing of the center of gravity of an aircraft based on dynamic parameter fusion in an embodiment of the present invention. DETAILED DESCRIPTION

[0059] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are intended only to illustrate the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the relevant invention are shown in the accompanying drawings.

[0060] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0061] The present invention provides a real-time balancing method for the center of gravity of an aircraft based on dynamic parameter fusion. The method simultaneously considers the center of gravity offset caused by the dynamic distribution of fuel and aeroelastic deformation, and realizes real-time balancing of the center of gravity of the aircraft through dynamic parameter fusion and real-time closed-loop control.

[0062] A real-time balancing method for the center of gravity of an aircraft based on dynamic parameter fusion according to the present invention comprises the following steps:

[0063] S1. Acquire sensor data and preprocess it to obtain real-time parameters, including flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters;

[0064] S2. obtaining a real-time center of gravity position based on the real-time parameters;

[0065] S3. If the real-time center of gravity position is not within a preset target range, determining, based on the real-time parameters, a first moment of inertia and a first additional torque caused by a change in fuel density, and a second moment of inertia and a second additional torque caused by aeroelastic deformation;

[0066] S4. Obtaining a real-time pitch moment of inertia based on the first moment of inertia and the second moment of inertia, and performing moment of inertia correction;

[0067] S5. Obtaining a fuel density change based on the first additional torque and the real-time center of gravity position, thereby calculating a fuel transfer rate and determining a fuel redistribution instruction;

[0068] S6. Obtaining an aerodynamic torque based on the first additional torque, the second additional torque, and the real-time pitching moment of inertia, converting the aerodynamic torque into a rudder surface deflection angle, and determining a rudder deflection command;

[0069] S7. Execute the fuel redistribution command and / or the rudder deflection command to perform additional torque correction;

[0070] S8. After the additional torque correction is completed, when the real-time center of gravity position is within a preset target range, the center of gravity trim is completed.

[0071] In order to more clearly illustrate the aircraft center of gravity real-time balancing method based on dynamic parameter fusion of the present invention, the following is combined with Figure 1 Each step in the embodiment of the present invention is described in detail.

[0072] The real-time aircraft center of gravity trimming method based on dynamic parameter fusion according to the first embodiment of the present invention includes steps S1 to S8, each of which is described in detail as follows:

[0073] S1. Acquire sensor data and pre-process it to obtain real-time parameters, which include flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters.

[0074] Preferably, in this embodiment, the sensor includes:

[0075] Flight attitude and environment perception sensors are used to monitor the aircraft status and obtain information about the aircraft's position, speed, and attitude, as well as external environmental conditions;

[0076] Fuel system status monitoring sensor, used to monitor the status of the fuel system in real time and obtain the fuel quantity, fuel temperature and fuel pressure of each fuel tank;

[0077] Wing structure monitoring sensors are used to monitor the stress and deformation of the wing structure and measure the stress and deformation of the wing under different flight conditions in real time.

[0078] Preferably, in this embodiment, the preprocessed data is used as the input of the comprehensive mechanical model, and the real-time parameters are updated in real time in combination with the adaptive parameter estimation method.

[0079] Further preferably, the acquired multi-source sensor data is preprocessed by:

[0080] S11. Use a sliding window filtering algorithm to eliminate sensor noise (e.g., outliers in simulator data). Dynamically remove outliers in sensor data that exceed a preset threshold range and perform data cleaning:

[0081] ;

[0082] Where, For the moment k The filtered output value of For history N sampling values ​​(in this embodiment N= 50); The length or time interval of the window time window, that is, the duration of the window on the time axis, is used to define the time range of each data processing;

[0083] S12: Predict flight status parameters based on LSTM neural network and output the predicted flight status value at the next moment , to compensate for sensor transmission delays and achieve multi-source data timestamp synchronization:

[0084] ;

[0085] in, is the hidden layer state, and is the weight matrix, is the activation function is the input feature vector, b is the bias vector.

[0086] S13. Analyze the fuel tank status and determine fuel status parameters. The fuel status parameters include, in the aircraft's body coordinate system, the horizontal distance of the fuel tank's center of mass relative to the Y-axis, the horizontal distance of the fuel tank's center of mass relative to the X-axis, the vertical distance of the fuel tank's center of mass relative to the Y-axis, and a change in fuel mass in the fuel tank. In the aircraft's body coordinate system, the axis passing through both wings and the center of gravity is called the Y-axis, also known as the horizontal axis.

[0087] S14. Analyze wing deformation according to Timoshenko beam theory to determine wing deformation parameters and mechanical characteristic parameters; the wing deformation parameters include wing vertical displacement and wingtip real-time displacement; the mechanical characteristic parameters include wing bending stiffness, wing mass distribution per unit length, and aerodynamic load distribution function.

[0088] S2. Obtaining a real-time center of gravity position based on the real-time parameters, wherein the method is as follows:

[0089] Inputting the real-time parameters into a pre-built fuel dynamic model and an aeroelastic model, respectively, and calculating the fuel center of gravity offset and the aeroelastic center of gravity offset through the models;

[0090] Based on the aeroelastic center of gravity offset and the fuel center of gravity offset, combined with the design reference center of gravity position, the real-time center of gravity position is calculated.

[0091] Preferably, the fuel dynamic model is constructed by:

[0092] The SPH algorithm is used to simulate fuel sloshing and calculate the fuel center of gravity offset:

[0093] ;

[0094] in, For the i The mass of fuel particles, is the particle deformation function;

[0095] Preferably, the aeroelastic model is constructed by:

[0096] According to the wing deformation parameters and mechanical characteristic parameters, the wing deformation is:

[0097] ;

[0098] Where, is the wing bending stiffness, is the vertical displacement of the wing ( m ); is the aerodynamic load distribution function ( ), is the mass per unit length ( );

[0099] Based on the vertical displacement of the wing and the change in the mass distribution per unit length of the wing, combined with the current total mass of the aircraft, the center of gravity offset caused by aeroelasticity is calculated to obtain the aeroelastic center of gravity offset:

[0100] ;

[0101] in, is the current total mass of the aircraft (kg), is the mass distribution per unit length of the wing ( ); L is the wingspan length of the wing ( m ).

[0102] Preferably, the real-time center of gravity position is calculated based on the aeroelastic center of gravity offset and the fuel center of gravity offset in combination with the design reference center of gravity position.

[0103] ;

[0104] in, is the design reference center of gravity position ( m ).

[0105] S3. Determine whether the real-time center of gravity position is within a preset target range. If so, end the process and complete the center of gravity trimming; otherwise, execute step S4.

[0106] S4. Determine a first moment of inertia and a first additional moment caused by a change in fuel density, and a second moment of inertia and a second additional moment caused by aeroelastic deformation.

[0107] Preferably, the first moment of inertia and the first additional torque caused by the change in fuel density are obtained by:

[0108] According to the horizontal distance of the center of mass of the fuel tank relative to the Y axis, the vertical distance of the center of mass of the fuel tank relative to the Y axis and the change in the fuel mass of the fuel tank in the real-time parameters, the first moment of inertia caused by the change in the fuel density of the fuel tank is calculated:

[0109] ;

[0110] According to the horizontal distance of the center of mass of the fuel tank relative to the X-axis in the real-time parameters and the real-time center of gravity position, the first additional torque caused by the change in the fuel density of the fuel tank is calculated:

[0111] ;

[0112] in, For the i Change in fuel mass per tank; x i For the i The horizontal distance of the center of mass of each fuel tank relative to the Y axis; z i For the i The vertical distance of the center of mass of each fuel tank relative to the Y axis; For the i The horizontal distance of the center of mass of the fuel tank relative to the X axis ( m ), g is the acceleration due to gravity.

[0113] Preferably, the second moment of inertia and the second additional moment caused by aeroelastic deformation are obtained by:

[0114] According to the changes in the wing's unit length mass distribution and the wing's vertical displacement, the second moment of inertia caused by the wing deformation is calculated. :

[0115] ;

[0116] in, is the mass distribution per unit length of the wing; L is the wingspan length of the wing; is the vertical displacement of the wing;

[0117] According to the change of the real-time displacement of the wingtip and the aeroelastic coupling coefficient, the second additional moment caused by the wing deformation is calculated:

[0118] ;

[0119] in, is the aeroelastic coupling coefficient; is the real-time displacement of the wingtip.

[0120] S5. Obtaining a real-time pitch moment of inertia based on the first moment of inertia and the second moment of inertia, and performing moment of inertia correction;

[0121] ;

[0122] in, is the real-time pitch inertia moment ( ); is the original moment of inertia of the rigid wing ( ).

[0123] S6. Obtaining a fuel density change based on the first additional torque and the real-time center of gravity position, and then calculating a fuel transfer rate and determining a fuel redistribution instruction, wherein the method is as follows:

[0124] Based on the first additional torque and the real-time center of gravity position, determine the i Change in fuel density per tank :

[0125] ;

[0126] Calculate the fuel transfer rate based on the fuel density change :

[0127] ;

[0128] in, is the real-time volume of the fuel tank, is the first additional torque, For the i The horizontal distance of the center of mass of each fuel tank relative to the X-axis; is the fuel pump time constant, is the real-time center of gravity position.

[0129] S7. Obtaining an aerodynamic torque based on the first additional torque, the second additional torque, and the real-time pitching moment of inertia, converting the aerodynamic torque into a control surface deflection angle, and determining a rudder deflection command, wherein the method is as follows:

[0130] Define the control input:

[0131] ;

[0132] Among them, the aerodynamic torque Offset the first additional torque With the second additional torque , is the second-order time derivative of the desired pitch angle; is the proportional gain matrix; is the differential gain matrix; is the pitch angle tracking error, is the first-order time derivative of the pitch angle tracking error;

[0133] Based on the control input, the aerodynamic torque is converted into the rudder deflection angle, and the deflection angle is calculated. :

[0134] ;

[0135] in, is the elevator moment coefficient; is the air density; is the airspeed; is the wing reference area; is the mean aerodynamic chord length.

[0136] S8. Execute the fuel redistribution command and the rudder deflection command to perform additional moment correction. The method is as follows:

[0137] Determine fuel redistribution instructions based on fuel transfer rate, control fuel transfer speed between different tanks, and change mass distribution;

[0138] According to the deflection angle, a rudder deflection command is determined, and the rudder surface is deflected synchronously to compensate for the instantaneous torque change during the fuel transfer process.

[0139] Preferably, in this embodiment, according to actual control requirements, it is possible to choose to perform center of gravity balancing through fuel redistribution, or to perform center of gravity balancing through fuel redistribution and coordinated control of rudder deflection to perform center of gravity balancing.

[0140] Preferably, in this embodiment, in an emergency, the rudder trim is used to stabilize the attitude first; when the center of gravity slowly shifts due to fuel consumption, the fuel transfer is gradually started, the fuel system transfers fuel at a set rate, and the rudder deflects synchronously to compensate for the instantaneous torque changes during the fuel transfer process.

[0141] Further preferably, the fuel transfer speed is controlled according to the calculated fuel transfer rate to change the mass distribution, thereby achieving compensation for the center of gravity; and the rudder deflection is controlled according to the obtained deflection angle to compensate for the instantaneous torque change during the fuel transfer process.

[0142] Fuel is usually stored in wing tanks and center tanks. Some aircraft models (such as large passenger aircraft or transport aircraft) may have forward / rear auxiliary tanks. Fuel is transferred between different tanks by fuel pumps, changing the mass distribution of the aircraft. For example, when the center of gravity moves forward, fuel is pumped from the rear tank to the front tank; when the center of gravity moves rearward, fuel is transferred from the front tank or center tank to the rear tank. The flight management computer monitors the center of gravity position in real time and automatically adjusts fuel transfer according to the flight phase (such as cruise, descent). During long-distance cruise, as the fuel is consumed, the center of gravity may move rearward, and the system automatically adjusts the rear fuel forward to maintain the optimal center of gravity range; when preparing for landing, ensure that the fuel distribution keeps the center of gravity in a safe range to avoid difficulties in pitch control during landing.

[0143] Pitch angle adjustment is achieved by deflecting the control surfaces, using aerodynamic torque to offset the pitching moment caused by center of gravity shift, thereby achieving center of gravity trim. Although control surface adjustment cannot directly change the center of gravity, it can quickly respond to changes in flight attitude and can cope with sudden center of gravity shifts, making it a critical operation for flight safety.

[0144] Preferably, in this embodiment, taking the rearward shift of the center of gravity during long-distance cruising as an example, the two methods are combined to perform center of gravity trimming, and the steps are as follows:

[0145] 1) Problem analysis: Fuel consumption causes a decrease in fuel in the wing tanks, gradually shifting the center of gravity aft. The aircraft is showing a tendency to pitch up, requiring continuous downward movement of the elevator to maintain the pitch angle, which increases drag.

[0146] 2) Perform center of gravity trimming based on a real-time center of gravity trimming method based on dynamic parameter fusion:

[0147] Rudder priority: The automatic trim system deflects the elevator downward, immediately generating a nose-down moment to offset the nose-up trend;

[0148] Fuel adjustment: Calculates fuel transfer rate in real time, activates the fuel pump to transfer fuel from the rear tank forward, and gradually shifts the center of gravity forward;

[0149] Dynamic decoupling: Calculates the deflection angle in real time and gradually reduces the elevator deflection as the center of gravity moves forward until the fuel adjustment is complete and the control surfaces return to neutral.

[0150] S9. After the additional torque correction is completed, return to S1, reacquire the real-time parameters, calculate the real-time center of gravity position, and repeat steps S1 to S8 until the real-time center of gravity position is within the target range, completing the center of gravity trim.

[0151] Although the various steps in the above embodiment are described in the above-mentioned order, those skilled in the art will understand that in order to achieve the effect of this embodiment, different steps do not have to be executed in such an order. They can be executed simultaneously (in parallel) or in a reverse order. These simple changes are within the scope of protection of the present invention.

[0152] A second embodiment of the present invention provides a real-time aircraft center of gravity balancing system based on dynamic parameter fusion, the system comprising:

[0153] a data acquisition module configured to acquire sensor data and perform preprocessing to obtain real-time parameters, wherein the real-time parameters include flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters;

[0154] a center of gravity calculation module, configured to obtain a real-time center of gravity position based on the real-time parameters;

[0155] Deviation judgment module: configured to compare the real-time center of gravity position with a preset target range and output a judgment result;

[0156] a center of gravity trim module configured to, in response to the determination result indicating that the standard is not met, redistribute fuel and deflect the rudder to correct the moment of inertia and the additional moment to perform center of gravity trim;

[0157] a control module configured to control the center of gravity calculation module to recalculate the real-time center of gravity position after the center of gravity balancing module completes the adjustment, and to cyclically execute the operations of the deviation judgment unit and the center of gravity balancing module until the real-time center of gravity position falls within the preset target range;

[0158] To balance the center of gravity, the method is:

[0159] determining, based on the real-time parameters, a first moment of inertia and a first additional moment caused by a change in fuel density, and a second moment of inertia and a second additional moment caused by aeroelastic deformation;

[0160] Obtaining real-time pitch inertia moment based on the first inertia moment and the second inertia moment, and performing inertia moment correction;

[0161] Obtaining a fuel density change based on the first additional torque and the real-time center of gravity position, thereby calculating a fuel transfer rate and determining a fuel redistribution instruction;

[0162] obtaining an aerodynamic moment based on the first additional moment, the second additional moment, and the real-time pitching moment of inertia, converting the aerodynamic moment into a rudder surface deflection angle, and determining a rudder deflection command;

[0163] Execute fuel redistribution instructions and rudder deflection instructions, and make additional moment corrections.

[0164] It should be noted that the above-mentioned embodiment provides a real-time aircraft center of gravity balancing system based on dynamic parameter fusion, and is merely illustrated by the division of the above-mentioned functional modules. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be further decomposed or combined. For example, the modules in the above-mentioned embodiments can be combined into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are merely for the purpose of distinguishing the modules or steps and are not to be considered as improper limitations on the present invention.

[0165] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process and related instructions of the system described above can refer to the corresponding process in the aforementioned method embodiment and will not be repeated here.

[0166] An electronic device according to a third embodiment of the present invention includes:

[0167] at least one processor; and

[0168] a memory communicatively connected to at least one of the processors; wherein,

[0169] The memory stores instructions that can be executed by the processor, and the instructions are used to be executed by the processor to implement the above-mentioned aircraft center of gravity real-time balancing method based on dynamic parameter fusion.

[0170] A fourth embodiment of the present invention provides a computer-readable storage medium storing computer instructions, wherein the computer instructions are configured to be executed by a computer to implement the above-mentioned aircraft center of gravity real-time trimming method based on dynamic parameter fusion.

[0171] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes and related instructions of the electronic device and computer-readable storage medium described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0172] Those skilled in the art should be able to appreciate that the modules and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two, and the programs corresponding to the software modules and method steps can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art. In order to clearly illustrate the interchangeability of electronic hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0173] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0174] 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 contains 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 different order than 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.

[0175] The terms "first", "second", etc. are used to distinguish similar objects, rather than to describe or indicate a particular order or sequence.

[0176] The term "comprise" or any other similar term is intended to cover non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0177] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A real-time aircraft center of gravity balancing method based on dynamic parameter fusion, characterized in that: The method comprises the following steps: S1. Acquire sensor data and preprocess it to obtain real-time parameters, including flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters; S2. obtaining a real-time center of gravity position based on the real-time parameters; S3. If the real-time center of gravity position is not within a preset target range, determining, based on the real-time parameters, a first moment of inertia and a first additional torque caused by a change in fuel density, and a second moment of inertia and a second additional torque caused by aeroelastic deformation; S4. Obtaining a real-time pitch moment of inertia based on the first moment of inertia and the second moment of inertia, and performing moment of inertia correction; S5. Calculating a fuel transfer rate based on the first additional torque and the real-time center of gravity position, and determining a fuel redistribution instruction; S6. Calculating a rudder surface deflection angle based on the first additional torque, the second additional torque, and the real-time pitching moment of inertia, and determining a rudder deflection command; S7. Execute the fuel redistribution command and / or the rudder deflection command to perform additional torque correction; S8. After the additional torque correction is completed, when the real-time center of gravity position is within a preset target range, the center of gravity trim is completed.

2. The aircraft based on dynamic parameter fusion according to claim 1 The real-time center of gravity balancing method is characterized by: The pretreatment method is as follows: A sliding window filtering algorithm is used to eliminate sensor noise, dynamically remove outliers in sensor data that exceed the preset threshold range, and perform data cleaning; The LSTM neural network is used to predict flight status parameters and output the next-moment flight status prediction value to compensate for sensor transmission delays and achieve multi-source data timestamp synchronization. Analyze the fuel tank status and determine fuel status parameters; the fuel status parameters include the horizontal distance of the fuel tank center of mass relative to the Y axis, the horizontal distance of the fuel tank center of mass relative to the X axis, the vertical distance of the fuel tank center of mass relative to the Y axis, and the change in fuel mass in the fuel tank in the aircraft body coordinate system; The wing deformation is analyzed to determine the wing deformation parameters and mechanical characteristic parameters; the wing deformation parameters include the wing vertical displacement and the real-time displacement of the wing tip; the mechanical characteristic parameters include the wing bending stiffness, the wing unit length mass distribution and the aerodynamic load distribution function.

3. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 2, characterized in that: The real-time center of gravity position is obtained based on the real-time parameters, and the method is as follows: Inputting the real-time parameters into a pre-built fuel dynamic model and an aeroelastic model, respectively, and calculating the fuel center of gravity offset and the aeroelastic center of gravity offset through the models; Based on the aeroelastic center of gravity offset and the fuel center of gravity offset, combined with the design reference center of gravity position, the real-time center of gravity position is calculated ; ； in, is the fuel gravity center offset, is the aeroelastic center of gravity offset, is the design reference center of gravity position.

4. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 3, characterized in that: The first moment of inertia and the first additional moment caused by the change in fuel density are obtained as follows: Determine the first moment of inertia caused by changes in fuel density in the tank based on real-time parameters : ； in, is the fuel mass change of the i-th tank; x i is the horizontal distance of the center of mass of the i-th tank relative to the Y axis; z i is the vertical distance of the center of mass of the i-th tank relative to the Y axis; Calculating a first additional torque caused by a change in fuel density in the fuel tank based on the real-time parameters and the real-time center of gravity position; ； in, is the horizontal distance of the center of mass of the ith tank relative to the X-axis; g is the acceleration due to gravity.

5. The aircraft based on dynamic parameter fusion according to claim 3 The real-time center of gravity balancing method is characterized by: The second moment of inertia and the second additional moment caused by aeroelastic deformation are obtained as follows: Determine the second moment of inertia caused by wing deformation based on real-time parameters : ； in, is the mass distribution per unit length of the wing; L is the span of the wing; is the vertical displacement of the wing; Based on the real-time parameters and the aeroelastic coupling coefficient, the second additional moment caused by wing deformation is calculated. : ； in, is the aeroelastic coupling coefficient; is the real-time displacement of the wingtip.

6. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 1, characterized in that: Calculate the fuel transfer rate as follows: Based on the first additional torque and the real-time center of gravity position, determine the fuel density change of the i-th tank : ； Calculate the fuel transfer rate based on the fuel density change : ； in, is the real-time volume of the fuel tank, is the first additional torque, is the horizontal distance of the center of mass of the i-th tank relative to the X-axis; is the fuel pump time constant, is the real-time center of gravity position.

7. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 1, characterized in that: The method to obtain the real-time pitch inertia moment is: ； in, is the real-time pitch moment of inertia; is the original moment of inertia of the rigid wing, is the first moment of inertia, is the second moment of inertia.

8. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 7, characterized in that: The method for calculating the rudder deflection angle is: Define the control input as aerodynamic torque Offset the first additional torque With the second additional torque , determine the aerodynamic torque as: ； Based on the control input, the aerodynamic torque is converted into the rudder deflection angle, and the deflection angle is calculated. : ； in, is the second-order time derivative of the desired pitch angle; is the proportional gain matrix; is the differential gain matrix; is the pitch angle tracking error, is the first-order time derivative of the pitch angle tracking error; is the elevator moment coefficient; is the air density; is the airspeed; is the wing reference area; is the mean aerodynamic chord length.

9. The method for real-time balancing of aircraft center of gravity based on dynamic parameter fusion according to claim 1, characterized in that: Execute the fuel redistribution command and rudder deflection command to make additional moment correction. The method is as follows: Determine fuel redistribution instructions based on fuel transfer rate, control fuel transfer speed between different tanks, and change mass distribution; According to the deflection angle, a rudder deflection command is determined, and the rudder surface is deflected synchronously to compensate for the instantaneous torque change during the fuel transfer process.

10. A real-time aircraft center of gravity balancing system based on dynamic parameter fusion, characterized in that: The system comprises: a data acquisition module configured to acquire sensor data and perform preprocessing to obtain real-time parameters, wherein the real-time parameters include flight status and environmental parameters, fuel status parameters, wing deformation parameters, and mechanical characteristic parameters; a center of gravity calculation module, configured to obtain a real-time center of gravity position based on the real-time parameters; Deviation judgment module: configured to compare the real-time center of gravity position with a preset target range and output a judgment result; a center of gravity trim module configured to, in response to the determination result indicating that the standard is not met, redistribute fuel and deflect the rudder to correct the moment of inertia and the additional moment to perform center of gravity trim; a control module configured to control the center of gravity calculation module to recalculate the real-time center of gravity position after the center of gravity balancing module completes the adjustment, and to cyclically execute the operations of the deviation judgment module and the center of gravity balancing module until the real-time center of gravity position falls within the preset target range; To balance the center of gravity, the method is: determining, based on the real-time parameters, a first moment of inertia and a first additional moment caused by a change in fuel density, and a second moment of inertia and a second additional moment caused by aeroelastic deformation; Obtaining real-time pitch inertia moment based on the first inertia moment and the second inertia moment, and performing inertia moment correction; Obtaining a fuel density change based on the first additional torque and the real-time center of gravity position, thereby calculating a fuel transfer rate and determining a fuel redistribution instruction; obtaining an aerodynamic moment based on the first additional moment, the second additional moment, and the real-time pitching moment of inertia, converting the aerodynamic moment into a rudder surface deflection angle, and determining a rudder deflection command; Execute fuel redistribution commands and / or rudder deflection commands to make additional torque corrections.

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