Embedded atmospheric data sensor system full flight envelope atmospheric data construction method

Abstract

The application discloses a full flight envelope atmospheric data construction method of an embedded atmospheric data sensor system, and belongs to the fields of aerospace, aviation and the like. Five pressure sensors are designed and installed on the surface of an aircraft in a conformal manner, and air pressure data are collected in real time. Based on a general aerodynamic law of total pressure, static pressure and a Mach number, a Mach number is solved by using a linear relationship between a maximum value of sensor pressure of a designed layout and an ideal pressure ratio and the Mach number. Further, an angle of attack, a sideslip angle, total pressure and static pressure are synchronously solved according to a linear mapping relationship between pressure combination operation and the angle of attack and the sideslip angle. The method breaks through the limitations of a traditional three-point method and a neural network, realizes high-precision atmospheric parameter solving in a full flight envelope, and the atmospheric data construction method can provide high-reliability atmospheric data parameters for a flying wing aerodynamic layout type aircraft and is not limited by an aerodynamic shape of the aircraft.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aerospace, in particular to a full flight envelope atmospheric data construction method of an embedded atmospheric data sensor system. BACKGROUND

[0002] Due to the advantages of good aerodynamic characteristics, small influence on the overall performance of the aircraft, low radar cross section (RCS), good stealth performance, and effective reduction of aerodynamic heat, the flying wing aerodynamic layout technology has been widely used in the aerodynamic design of aircraft and hypersonic weapons. The embedded atmospheric data sensor system conformally designed and installed on the surface of the aircraft not only does not affect the overall aerodynamic and stealth performance of the aircraft, but also provides multiple atmospheric data such as barometric altitude, Mach number, airspeed, attack angle, and sideslip angle through a multi-sensor array. The embedded atmospheric data sensor system is the optimal solution for atmospheric data measurement devices of flying wing aerodynamic layout aircraft.

[0003] There are documents in the prior art that disclose the design of an embedded atmospheric data sensor. Based on the pressure sensed by the pressure holes in the cross-shaped layout at the front end of the blunt body, the atmospheric data such as barometric altitude, Mach number, attack angle, and sideslip angle that meet the use precision of the aircraft are obtained by the three-point method and the least squares method. However, it is not applicable to flying wing aerodynamic layout aircraft. The patent "GB2424285A-Method and device for extending the useful range of air data parameter calculations in a flush air data system" discloses that the total pressure, static pressure, attack angle pressure coefficient, and sideslip angle pressure coefficient in the embedded atmospheric data system for flying wing aerodynamic layout aircraft are only applicable to constant flight speed and constant flight altitude, and cannot meet the use requirements of atmospheric data in the entire flight envelope.

[0004] The patent "GB2432914A-Air data system based on artificial intelligence" fault detection discloses that the atmospheric data such as total pressure, static pressure, Mach number, attack angle, and sideslip angle in the embedded atmospheric data system for flying wing aerodynamic layout aircraft are obtained by a neural network algorithm. Although the neural network algorithm has strong non-linear fitting capability, it has the defect that the error performance function falls into a local minimum. Inappropriate number of hidden layer neurons can also lead to network underfitting or overfitting. In addition, the selection of learning rate lacks theoretical guidance. The atmospheric data obtained by simply relying on the neural network algorithm cannot guarantee the precision of the atmospheric data in the full flight envelope of the aircraft. SUMMARY

[0005] In view of the above deficiencies in the prior art, the present application provides a full flight envelope atmospheric data construction method of an embedded atmospheric data sensor system.

[0006] In order to achieve the above-mentioned purposes, the technical solution adopted by the present application is as follows:

[0007] A method for constructing atmospheric data in full flight envelope of an embedded atmospheric data sensor system, comprising the following steps:

[0008] S1, arranging multiple embedded atmospheric data sensors on the surface of a flying wing layout aircraft;

[0009] S2, detecting the flight pressure at the installation position in real time during flight and verifying the validity, the maximum value of the pressure sensed by the embedded atmospheric data sensor arranged according to the layout design, the ratio of the ideal total pressure and static pressure, and the linear relationship of the Mach number;

[0010] S3, calculating the Mach number in the flight process according to the general distribution law of total pressure, static pressure and Mach number;

[0011] S4, calculating the angle of attack, sideslip angle, total pressure and static pressure according to the linear relationship between the pressure sensed by the embedded atmospheric data sensor at different Mach numbers and the angle of attack and the linear relationship with the sideslip angle.

[0012] Further, the S1 includes five embedded atmospheric data sensors, three of which are arranged on the upper fuselage and two of which are arranged on the lower fuselage.

[0013] Further, the S3 specifically comprises the following steps:

[0014] S31, setting a Mach number M initial value, and calculating the value of the first coefficient K M-1 under the Mach number M initial value according to the pressure sensed by the embedded atmospheric data sensor;

[0015] S32, calculating the difference between the total pressure and the static pressure and judging whether the difference between the total pressure and the static pressure is valid, if not, re-collecting the pressure sensed by the embedded atmospheric data sensor, if valid, calculating the value of the second coefficient K M-2 under different Mach numbers M according to the pressure sensed by the embedded atmospheric data sensor;

[0016] S33, judging the relationship between the first coefficient K M-1 and the second coefficient K M-2 , if |K M-1 - K M-2 | < 0.002, output the Mach number M; if |K M-1 - K M-2 | ≥ 0.002, then K M-1 increases by 0.0001 and returns to step S31.

[0017] Further, the calculation method of the first coefficient K M-1 is as follows:

[0018]

[0019]

[0020] P1, P2, P3, P4, P5 are respectively the pressure sensed by the embedded atmospheric data sensor, P is the maximum pressure, P t is the total pressure, P s is the static pressure.

[0021] Further, the second coefficient K M-2 is calculated as follows:

[0022]

[0023]

[0024] P1, P2, P3, P4, P5 are respectively the pressure sensed by the embedded atmospheric data sensor, P t is the maximum pressure, P s is the static pressure, and K is an intermediate quantity.

[0025] Further, the S4 specifically comprises the following steps:

[0026] S41, according to the pressure value sensed by the embedded atmospheric data sensor, the coefficient K M-1 when the Mach number M is 0.1, 0.3, 0.5, 0.7 is calculated and a coefficient table of the first coefficient K M-1 is formed;

[0027] S42, according to the pressure value sensed by the embedded atmospheric data sensor, the coefficient K M-2 when the Mach number M is 0.1, 0.3, 0.5, 0.7 is calculated and a coefficient table of the second coefficient K M-2 is formed;

[0028] S43, according to the pressure sensed by the embedded atmospheric data sensor under different Mach numbers, the linear relationship with the attack angle and the linear relationship with the side slip angle are calculated to obtain the attack angle, the side slip angle, the total pressure and the static pressure.

[0029] Further, the specific calculation method of the attack angle, the side slip angle, the total pressure and the static pressure in the S43 is as follows:

[0030]

[0031]

[0032]

[0033] P1, P2, P3, P4, P5 are respectively the pressure sensed by the embedded atmospheric data sensor, P t is the maximum pressure, Ps is static pressure, a is angle of attack, β is side slip angle, and M is Mach number.

[0034] The present application has the following beneficial effects:

[0035] The atmospheric data construction method can provide high-reliability atmospheric data parameters for various flying wing aerodynamic layout aircrafts and is not limited by the aerodynamic shape of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 is a schematic diagram of the layout of the embedded atmospheric data sensor in the embodiment of the present application.

[0037] Figure 2 is a flowchart of Mach number calculation in the embodiment of the present application.

[0038] Figure 3 is a schematic diagram of the ratio of the maximum value of the pressure sensed by the five embedded atmospheric data sensors to the ideal total pressure and static pressure and the Mach number distribution law in the embodiment of the present application.

[0039] Figure 4 is a schematic diagram of the ratio of the pressure sensed by the five embedded atmospheric data sensors to the ideal total pressure and static pressure and the Mach number distribution law in the embodiment of the present application.

[0040] Figure 5 is a schematic diagram of the ratio of the pressure sensed by the five embedded atmospheric data sensors to the ideal total pressure and static pressure and the Mach number distribution law in the embodiment of the present application.

[0041] Figure 6 is a schematic diagram of the ratio of the pressure sensed by the five embedded atmospheric data sensors to the ideal total pressure and static pressure and the Mach number distribution law in the embodiment of the present application.

[0042] Figure 7 is a Mach number error curve in the embodiment of the present application.

[0043] Figure 8 is an angle of attack error curve in the embodiment of the present application.

[0044] Figure 9 is a side slip angle error curve in the embodiment of the present application.

[0045] Figure 10 is a static pressure error curve in the embodiment of the present application.

[0046] Figure 11 is a total pressure error curve in the embodiment of the present application. DETAILED DESCRIPTION

[0047] The specific embodiments of the present application are described below to facilitate the understanding of those skilled in the art to understand the present application, but it should be clear that the present application is not limited to the scope of the specific embodiments, and for those skilled in the art, it is obvious that various changes are within the spirit and scope of the present application defined and determined by the appended claims, and all the inventions utilizing the concept of the present application are within the scope of protection.

[0048] An embedded atmospheric data sensor system full flight envelope atmospheric data construction method, comprising the following steps:

[0049] S1, a plurality of embedded atmospheric data sensors are designed on the surface layout of a flying wing layout aircraft;

[0050] As shown in Figure 1 , the embedded atmospheric data sensor system full flight envelope atmospheric data construction method, in which 5 embedded atmospheric data sensors are conformally installed on the surface of the flying wing layout aircraft, and the flight pressure at 5 positions is sensed in real time during flight. Three of the 5 embedded atmospheric data sensors are installed on the upper fuselage, and the remaining two are installed on the lower fuselage.

[0051] S2, the flight pressure at the installation position is detected in real time during flight and the validity is verified, and the maximum value of the pressure received by the embedded atmospheric data sensor designed by layout design and the linear relationship between the ratio of the ideal total pressure and static pressure and the Mach number;

[0052] The flight pressure at 5 positions is sensed in real time during flight, and it is judged whether the pressure value sensed by the 5 embedded atmospheric data sensors is valid. If valid, find the maximum value of the pressure sensed by the 5 embedded atmospheric data sensors, if invalid, re-detect.

[0053] The relationship between total pressure, static pressure and Mach number of the flying wing aerodynamic layout aircraft conforms to the general aerodynamic distribution rule. As shown in Figure 3 and Figure 4 , the maximum value of the pressure received by the 5 embedded atmospheric data sensors conformally installed on the surface of the flying wing layout aircraft designed by layout design and the linear relationship between the ratio of the ideal total pressure and static pressure and the Mach number, according to the general distribution rule of total pressure, static pressure and Mach number, the Mach number in the flight process is calculated in real time, and according to the linear relationship between the pressure received by the 5 embedded atmospheric data sensors at different Mach numbers and the angle of attack and the linear relationship with the sideslip angle, the angle of attack, sideslip angle, total pressure and static pressure are calculated.

[0054] S3, according to the general distribution rule of total pressure, static pressure and Mach number, the Mach number in the flight process is calculated in real time;

[0055] In this embodiment, the Mach number M is calculated according to the following process:

[0056] S31: Calculate the coefficient K at different Mach numbers M based on the pressure sensed by 5 embedded atmospheric data sensors M-1 The value of is calculated as:

[0057]

[0058]

[0059] Where P1, P2, P3, P4, and P5 are the pressures felt by the five embedded atmospheric data sensors, and P t is full pressure, P s For static pressure.

[0060] S32. Calculate the difference between the total pressure and the static pressure and determine whether the difference between the total pressure and the static pressure is valid. If not, re-collect the pressure sensed by the embedded atmospheric data sensor. If valid, calculate the second coefficient K at different Mach numbers M based on the pressure sensed by the embedded atmospheric data sensor. M-2 The value of is calculated as:

[0061]

[0062]

[0063] S33, determine the first coefficient K M-1 and the second coefficient K M-2 If |K M-1 -K M-2 |<0.002, then output Mach number M; if |K M-1 -K M-2 |≥0.002, then K M-1 After increasing by 0.0001, return to step S31.

[0064] S4. Based on the linear relationship between the pressure calculation sensed by the embedded atmospheric data sensor at different Mach numbers and the angle of attack and the linear relationship with the sideslip angle, the angle of attack, sideslip angle, total pressure and static pressure are calculated.

[0065] In this embodiment, the following steps are specifically included:

[0066] S41. Calculate the coefficient K when the Mach number M is 0.1, 0.3, 0.5, and 0.7 based on the pressure value sensed by the embedded atmospheric data sensor. M-1 The value of and forms the first coefficient K M-1 The coefficient table is shown in Table 1:

[0067] Table 1K m-1 Coefficient table

[0068]

[0069] S42, the coefficient K of Mach number M of 0.1, 0.3, 0.5, 0.7 is calculated according to the pressure value sensed by the five embedded atmospheric data sensors M-2 The value of the second coefficient K M-2 The coefficient table is formed; as shown in Table 2:

[0070] Table 2 K m-2 coefficient table

[0071]

[0072] S43, the angle of attack, the angle of sideslip, the total pressure and the static pressure are calculated according to the linear relationship between the angle of attack and the pressure sensed by the embedded atmospheric data sensors at different Mach numbers and the linear relationship between the angle of sideslip and the pressure sensed by the embedded atmospheric data sensors at different Mach numbers

[0073] The specific embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0074] P1-P5 are five flight pressures sensed by five embedded atmospheric data sensors conformally installed on the flying wing aerodynamic layout aircraft 1 in real time during flight, Table 1 is the value of the coefficient K M-1 of different Mach numbers M obtained according to formula (1), formula (2), Table 2 is the value of the coefficient K M-2 of different Mach numbers M obtained according to formula (3), formula (4), the value of the Mach number M is obtained according to the flowchart shown in P1-P5 and Figure 2 The value of the Mach number M is obtained according to the flowchart shown in P1-P5 and Figure 5 The pressure sensed by the five embedded atmospheric data sensors at different Mach numbers M is mathematically operated in a specific manner according to the attack angle distribution graph and Figure 6 The pressure sensed by the five embedded atmospheric data sensors at different Mach numbers M is mathematically operated in a specific manner according to the attack angle distribution graph and formula (5)~formula (7) to calculate the angle of attack α, the angle of sideslip β, the total pressure P t and the static pressure P s .

[0075] (1)

[0076] (2)

[0077] (3)

[0078] (4)

[0079] (5)

[0080] (6)

[0081] (7)

[0082] In the embodiment of the present invention, the calculation accuracy of the Mach number M is the angle of attack α, the sideslip angle β, the total pressure P t , static pressure P s In this embodiment, according to Figure 2 The error curve of the calculated Mach number M is as follows: Figure 7 As shown, the error of Mach number M is no more than 0.002; the error curve of angle of attack α is as follows Figure 8 As shown in the figure, the error of the angle of attack α is no more than 0.5°; the error curve of the sideslip angle β is as follows: Figure 9 As shown, the sideslip angle β error is no more than 0.5°; full pressure P t The error curve is as follows Figure 11 As shown, the error of total pressure Pt is no more than 100Pa; static pressure P s The error curves are as follows Figure 10 As shown, the static pressure P s The error is no more than 150Pa. If you need to obtain more accurate atmospheric data, you can calculate the total pressure P corresponding to each angle of attack α, sideslip angle β and Mach number M. t , static pressure P s Correction amount to compensate.

[0083] Specific embodiments are used in the present invention to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core ideas. At the same time, for those skilled in the art, according to the ideas of the present invention, there may be changes in the specific implementation methods and application scopes. In summary, the contents of this specification should not be understood as limiting the present invention.

[0084] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and it should be understood that the scope of protection of the present invention is not limited to such specific descriptions and embodiments. Those skilled in the art can make various other specific variations and combinations based on the technical teachings disclosed in the present invention without departing from the essence of the present invention, and such variations and combinations are still within the scope of protection of the present invention.

Claims

1. A method for constructing full flight envelope atmospheric data of an embedded atmospheric data sensor system, characterized in that: The steps include: S1. Layout multiple embedded atmospheric data sensors on the surface of a flying wing aircraft; S2. Real-time detection of the flight air pressure at the installation location during flight and verification of its effectiveness, using the linear relationship between the maximum pressure sensed by the embedded atmospheric data sensor in the designed layout, the ratio of the ideal total pressure and static pressure, and the Mach number; S3. Calculating the Mach number during flight in real time based on the general distribution rules of total pressure, static pressure, and Mach number, specifically including the following steps: S31, setting an initial value of Mach number M, and calculating and setting a first coefficient K under the initial value of Mach number M according to the pressure sensed by the embedded atmospheric data sensor. M-1 The value of is calculated as: Where P1, P2, P3, P4, and P5 are the pressures felt by the embedded atmospheric data sensor. is the maximum pressure, P t is full pressure, P s is the static pressure; S32. Calculate the difference between the total pressure and the static pressure and determine whether the difference between the total pressure and the static pressure is valid. If not, re-collect the pressure sensed by the embedded atmospheric data sensor. If valid, calculate the second coefficient K at different Mach numbers M based on the pressure sensed by the embedded atmospheric data sensor. M-2 The value of is calculated as: In the formula, K is the intermediate quantity; S33, determine the first coefficient K M-1 and the second coefficient K M-2 If |K M-1 -K M-2 |<0.002, then output Mach number M; if |K M-1 -K M-2 |≥0.002, then K M-1 After increasing by 0.0001, return to step S31; S4. Based on the linear relationship between the pressure calculation sensed by the embedded atmospheric data sensor at different Mach numbers and the angle of attack and the linear relationship with the sideslip angle, the angle of attack, sideslip angle, total pressure and static pressure are calculated.

2. The method for constructing full flight envelope atmospheric data of an embedded atmospheric data sensor system according to claim 1, characterized in that: The S1 includes five embedded air data sensors, three of which are arranged on the upper fuselage and two on the lower fuselage.

3. The method for constructing full flight envelope atmospheric data of an embedded atmospheric data sensor system according to claim 1, characterized in that: The S4 specifically includes the following steps: S41. Calculate the coefficient K when the Mach number M is 0.1, 0.3, 0.5, and 0.7 based on the pressure value sensed by the embedded atmospheric data sensor. M-1 The value of and forms the first coefficient K M-1 The coefficient table of S42. Calculate the coefficient K when the Mach number M is 0.1, 0.3, 0.5, and 0.7 based on the pressure value sensed by the embedded atmospheric data sensor. M-2 The value of and forms the second coefficient K M-2 The coefficient table of S43. The pressure sensed by the embedded atmospheric data sensor at different Mach numbers is calculated based on the linear relationship between the pressure and the angle of attack and the linear relationship between the pressure and the sideslip angle to obtain the angle of attack, sideslip angle, total pressure, and static pressure.

4. The method for constructing full flight envelope atmospheric data of an embedded atmospheric data sensor system according to claim 3, characterized in that: The specific calculation method of the angle of attack, sideslip angle, total pressure and static pressure in S43 is: Where P1, P2, P3, P4, and P5 are the pressures felt by the embedded atmospheric data sensor, and P t is full pressure, P s is the static pressure, α is the angle of attack, β is the sideslip angle, and M is the Mach number.

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