3D Interactive Full-Process Automated Aerodynamic Simulation Cloud Platform and Method for Aircraft

Abstract

This invention relates to the field of aircraft technology, and discloses a three-dimensional interactive, fully automated aerodynamic simulation cloud platform and method for aircraft. By constructing a friction velocity analysis model of the airflow on the aircraft wall, the platform can automatically adjust the boundary layer meshing parameters and extrapolate to form a volumetric mesh according to the characteristics of different aircraft and simulation requirements. This ensures that the meshing accurately reflects the flow in the aircraft's boundary layer, achieving precise meshing of the aircraft's aerodynamic boundary layer under the required inflow simulation parameters. This significantly improves both the accuracy and efficiency of aerodynamic simulation results. Furthermore, through modular design, distributed architecture, and intelligent algorithm optimization, a fully automated aerodynamic simulation cloud platform is built, from uploading the geometric model to generating simulation results. This significantly improves the efficiency and accuracy of aerodynamic analysis, making it suitable for the aerodynamic design and development needs of vehicles such as UAVs and aerospace vehicles.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and discloses a three-dimensional interactive fully automated aerodynamic simulation cloud platform and method for aircraft. Background Technology

[0002] With the rapid development of new types of aircraft such as high-altitude long-endurance unmanned aerial vehicles (UAVs) and manned low-altitude aircraft, efficient optimization of aerodynamic shape has become a core aspect of shortening the R&D cycle and reducing trial-and-error costs. The aerodynamic characteristic analysis of these aircraft heavily relies on computational fluid dynamics (CFD) simulations, but traditional processes face significant challenges:

[0003] 1. Traditional numerical computation has a high learning cost: Traditional computation requires users to spend a lot of time completing mesh generation and learning a large number of parameters in the calculator, while traditional solution calculation only requires changing the corresponding parameters. After the calculation is completed, users need to go to other post-processing software to draw good flow field contour maps and aerodynamic data, which wastes a lot of human resources.

[0004] 2. Mesh generation is highly dependent on experience: The generation of aircraft meshes requires manual estimation of the height of the first layer of mesh based on the Reynolds number, and then setting the expansion ratio level by level. The parameter configuration is complex and is prone to inaccurate calculations due to insufficient experience.

[0005] 3. Low utilization of computing resources: The global uniform densification grid strategy leads to redundant grid quantity, while the fixed grid cannot be dynamically adjusted according to the flow field characteristics, resulting in a waste of computing power;

[0006] Therefore, numerical calculations are needed to support the design and optimization of aerodynamic characteristics of aircraft. However, problems such as complex software operation, time-consuming and laborious mesh generation, long simulation calculation time, and cumbersome post-processing force engineers to spend a lot of time learning how to operate the software. Therefore, it is particularly important to develop an automated computing platform based on a high-performance computing cluster. Summary of the Invention

[0007] The purpose of this invention is to provide a three-dimensional interactive, fully automated aerodynamic simulation cloud platform and method for aircraft. It can automatically adjust the mesh generation parameters according to the characteristics and simulation requirements of different aircraft, and achieve accurate mesh generation of the aircraft's aerodynamic shape under the required inflow simulation parameters. This significantly improves the accuracy of aerodynamic simulation results while greatly reducing the workload of engineers and improving simulation efficiency.

[0008] To achieve the above-mentioned technical effects, the technical solution adopted by the present invention is as follows:

[0009] A three-dimensional interactive, fully automated aerodynamic simulation method for aircraft includes:

[0010] A three-dimensional analysis model of the aircraft is constructed based on the aircraft structure, and the friction velocity of the airflow on the aircraft wall is obtained by simulation under different incoming flow parameters.

[0011] Using the incoming Reynolds number and incoming velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as the dependent variable, a friction velocity analysis model for the airflow on the aircraft wall is constructed.

[0012] Under the design of the incoming flow simulation parameters, the friction velocity of the airflow on the aircraft wall is obtained by analyzing the friction velocity of the airflow on the aircraft wall using the friction velocity analysis model.

[0013] Based on the dimensionless wall distance of the aircraft and the friction velocity of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow, the first layer mesh height of the aerodynamic boundary layer of the aircraft is obtained by analysis.

[0014] Based on the height of the first layer mesh, the mesh growth rate, and the total number of boundary layer layers, the total thickness of the boundary layer is obtained through analysis.

[0015] Based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, the volume mesh is divided outward along the wall surface of the designed shape of the aircraft to generate the aircraft boundary layer mesh. The unstructured volume mesh is automatically generated using mesh software.

[0016] Based on the aircraft body mesh, fluid simulation software is used to analyze and simulate the flow of shock waves and separated vortices on the aircraft wall, and to obtain the velocity gradient, shear stress or aerodynamic characteristic parameters of the near-wall surface of the aircraft.

[0017] Furthermore, the constructed friction velocity analysis model for the airflow on the aircraft wall is as follows: Where Re is the Reynolds number of the incoming flow in the design incoming flow simulation parameters, U is the incoming flow velocity in the design incoming flow simulation parameters, a is a coefficient, and b is an exponent. a and b are obtained through data fitting.

[0018] Furthermore, the first grid height of the aerodynamic boundary layer of the aircraft Where y + ρ is the dimensionless distance from the aircraft wall, μ is the incoming flow density, and μ is the incoming flow dynamic viscosity.

[0019] Furthermore, the total thickness of the boundary layer Where r is the grid growth rate and ρ is the total number of design boundary layers.

[0020] To achieve the above-mentioned technical effects, the present invention also provides a three-dimensional interactive fully automated aerodynamic simulation cloud platform for aircraft, used to implement the aforementioned fully automated aerodynamic simulation method for aircraft, including:

[0021] The user interaction module is used to receive the aircraft geometric model uploaded by the user, as well as the model parameters and simulation parameters input by the user, and to provide a three-dimensional visualization interface for the user to simulate and observe and adjust the attitude of the geometric model in real time.

[0022] The mesh generation module is used to obtain the first layer mesh height of the aerodynamic boundary layer of the aircraft based on the aircraft's geometric model and the analysis of the design flow simulation parameters. Based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, the module performs mesh generation outward along the wall surface of the aircraft's design shape to generate the aircraft boundary layer mesh. The module also uses mesh software to automatically generate unstructured volume meshes.

[0023] The solution module is used to perform flow simulations, including shock waves and separated vortices on the aircraft wall, based on the aircraft body mesh and using fluid simulation software, and to obtain the velocity gradient, shear stress, and turbulence characteristic parameters of the near-wall surface of the aircraft.

[0024] Furthermore, the mesh generation module includes:

[0025] The model building unit is used to construct a three-dimensional analysis model of the aircraft based on the aircraft structure, and to simulate and obtain the friction velocity of the airflow on the aircraft wall under different incoming flow parameters. With the incoming Reynolds number and incoming flow velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as dependent variables, a friction velocity analysis model of the airflow on the aircraft wall is constructed.

[0026] The parameter analysis unit is used to analyze and obtain the friction velocity u of the airflow on the aircraft wall under the designed incoming flow simulation parameters, based on the constructed friction velocity analysis model of the airflow on the aircraft wall. t ;

[0027] The first analysis unit is used to determine the dimensionless wall distance y of the aircraft. + And the frictional velocity u of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow. t ,use The analysis yields the first layer mesh height Δy1 of the aerodynamic boundary layer of the aircraft, where y + ρ is the dimensionless distance from the wall of the aircraft, μ is the incoming flow density, and μ is the dynamic viscosity of the incoming flow.

[0028] The second analysis unit is used to, based on the first layer mesh height Δy1, the mesh growth rate r, and the total number of boundary layer layers N, employ... The total thickness y of the boundary layer was obtained through analysis. total ;

[0029] The volume mesh generation unit is used to divide the mesh outward along the wall surface of the designed shape of the aircraft based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, thereby generating the aircraft boundary layer mesh. The unstructured volume mesh is automatically generated using meshing software.

[0030] Furthermore, the solution module includes:

[0031] The central machine is used to generate the initial and boundary conditions of the fluid simulation software by replacing the placeholders in the parameter template with actual values ​​based on the aircraft geometric model uploaded by the user and the model parameters and simulation parameters input by the user after the user submits the solution task.

[0032] The solver is used to perform flow simulations including shock waves and separated vortices on the aircraft wall, based on the initial conditions, boundary conditions, and aircraft body mesh generated by the fluid simulation software, and to obtain the velocity gradient, shear stress, and turbulence characteristic parameters of the near-wall surface of the aircraft.

[0033] The resource machine is used to call the MPI parallel solver to perform calculations and output the residual curve and the convergence curve of the key parameters in real time via WebSocket. After the residual curve and the key parameters converge, the solver stops the calculation.

[0034] Furthermore, the solution module also includes a mesh adjustment unit, which is used to monitor the pressure gradient and vorticity in the flow field in real time during the solver calculation process. When the pressure gradient in a local area of ​​the boundary layer is greater than a preset pressure gradient threshold or the vorticity is greater than a preset vorticity threshold, the corresponding area is subjected to L3 level densification, so that the mesh size is reduced to 1 / 8 of the original size of the corresponding area.

[0035] Furthermore, the user interaction module is also used to call the post-processing engine to extract flow field data after the solver has completed its calculations, and associate the three-dimensional model attitude to generate a structured report containing lift-to-drag ratio curves, pressure contour maps, and optimization suggestions.

[0036] Compared with the prior art, the beneficial effects of this invention are:

[0037] 1. This invention constructs a friction velocity analysis model of airflow on the aircraft wall. It can automatically adjust the mesh generation parameters according to the characteristics of different aircraft and simulation requirements, ensuring that the mesh generation can truly reflect the flow of the aircraft boundary layer. It achieves accurate mesh generation of the aircraft aerodynamic shape under the required inflow simulation parameters, thereby significantly improving the accuracy of aerodynamic simulation results while greatly reducing the workload of engineers and improving simulation efficiency.

[0038] 2. This invention also realizes the construction of a fully automated aerodynamic simulation cloud platform from uploading geometric models to generating simulation results through modular design, distributed architecture and intelligent algorithm optimization, which significantly improves the efficiency and accuracy of aerodynamic analysis and is suitable for the aerodynamic design and development needs of vehicles such as UAVs and aerospace vehicles. Attached Figure Description

[0039] Figure 1 This is a flowchart of the fully automated aerodynamic simulation method for three-dimensional interactive aircraft in the embodiment.

[0040] Figure 2 This is a block diagram of the three-dimensional interactive fully automated aerodynamic simulation cloud platform for aircraft in the embodiment.

[0041] The module consists of: 1. User interaction module; 2. Mesh generation module; 201. Model building unit; 202. Parameter analysis unit; 203. First analysis unit; 204. Second analysis unit; 205. Volume mesh generation unit; 3. Solver module; 301. Central machine; 302. Solver; 303. Resource machine; 304. Mesh adjustment unit. Detailed Implementation

[0042] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0043] Example

[0044] See Figures 1-2 A three-dimensional interactive, fully automated aerodynamic simulation method for aircraft, including:

[0045] A three-dimensional analysis model of the aircraft is constructed based on the aircraft structure, and the friction velocity of the airflow on the aircraft wall is obtained by simulation under different incoming flow parameters.

[0046] Using the incoming Reynolds number and incoming velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as the dependent variable, a friction velocity analysis model for the airflow on the aircraft wall is constructed.

[0047] Under the design of the incoming flow simulation parameters, the friction velocity of the airflow on the aircraft wall is obtained by analyzing the friction velocity of the airflow on the aircraft wall using the friction velocity analysis model.

[0048] Based on the dimensionless wall distance of the aircraft and the friction velocity of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow, the first layer mesh height of the aerodynamic boundary layer of the aircraft is obtained by analysis.

[0049] Based on the height of the first layer mesh, the mesh growth rate, and the total number of design boundary layers, the total thickness of the boundary layer is obtained through analysis.

[0050] Based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, the mesh is divided outward along the wall surface of the designed shape of the aircraft to generate the aircraft boundary layer mesh. Unstructured body mesh is automatically generated using mesh software.

[0051] Based on the surface mesh of the aircraft, fluid simulation software is used to analyze and simulate the flow of shock waves and separated vortices on the aircraft wall, and to obtain the velocity gradient, shear stress or aerodynamic characteristic parameters of the near-wall surface of the aircraft.

[0052] In this embodiment, a friction velocity analysis model of the airflow on the aircraft wall is constructed. This model comprehensively considers the aircraft's geometry, incoming flow conditions, and wall airflow characteristics. It can automatically adjust the mesh generation parameters according to the characteristics of different aircraft and simulation requirements, ensuring that the mesh generation can truly reflect the flow of the aircraft boundary layer. This achieves accurate mesh generation of the aircraft's aerodynamic boundary layer under the required incoming flow simulation parameters, thereby significantly improving the accuracy of aerodynamic simulation results while greatly reducing the workload of engineers and improving simulation efficiency.

[0053] Based on the same inventive concept, this embodiment also provides a three-dimensional interactive fully automated aerodynamic simulation cloud platform for aircraft, including:

[0054] User interaction module 1 is used to receive the aircraft geometric model uploaded by the user, as well as the model parameters and simulation parameters input by the user, and to provide a three-dimensional visualization interface for the user to simulate and observe and adjust the attitude of the geometric model in real time.

[0055] Mesh generation module 2 is used to obtain the first layer mesh height Δy1 of the aerodynamic boundary layer of the aircraft based on the aircraft's geometric model and design flow simulation parameters. It then performs mesh generation outwards along the wall surface of the aircraft's designed shape, based on the design expansion ratio between adjacent mesh layers and the total number of design boundary layers, to generate the aircraft boundary layer mesh. Unstructured volume meshes are automatically generated using meshing software. The mesh generation module 2 includes:

[0056] Model building unit 201 is used to build a three-dimensional analysis model of the aircraft based on the aircraft structure, and to simulate and obtain the friction velocity of the airflow on the aircraft wall under different incoming flow parameters; with the incoming Reynolds number and incoming flow velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as dependent variables, a friction velocity analysis model of the airflow on the aircraft wall is constructed.

[0057] The parameter analysis unit 202 is used to analyze and obtain the friction velocity of the airflow on the wall of the aircraft under the design incoming flow simulation parameter conditions based on the constructed friction velocity analysis model of the airflow on the aircraft wall and the design incoming flow simulation parameter conditions.

[0058] The first analysis unit 203 is used to analyze the dimensionless wall distance y of the aircraft. + And the frictional velocity u of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow. t ,use The analysis yields the first layer mesh height Δy1 of the aerodynamic boundary layer of the aircraft, where y + ρ is the dimensionless distance from the wall of the aircraft, μ is the incoming flow density, and μ is the dynamic viscosity of the incoming flow.

[0059] The second analysis unit 204 is used to, based on the first layer mesh height Δy1, the mesh growth rate r, and the total number of boundary layer layers N, employ... The total thickness y of the boundary layer was obtained through analysis. total ;

[0060] The volume mesh generation unit 205 is used to divide the mesh outward along the wall surface of the designed shape of the aircraft based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, and to generate the boundary layer mesh of the aircraft. The unstructured volume mesh is automatically generated using mesh software.

[0061] Solution module 3 is used to perform flow simulations, including shock waves and separated vortices on the aircraft wall, based on the aircraft body mesh using fluid simulation software, and to obtain the velocity gradient, shear stress, and turbulence characteristic parameters near the aircraft wall; wherein, solution module 3 includes:

[0062] The central machine 301 is used to generate the initial conditions and boundary conditions of the fluid simulation software by replacing the placeholders in the parameter template with actual values ​​based on the aircraft geometric model uploaded by the user and the model parameters and simulation parameters input by the user after the user submits the solution task.

[0063] Solver 302 is used to perform flow simulation of shock waves and separated vortices on the aircraft wall based on the initial conditions, boundary conditions and aircraft body mesh generated by the fluid simulation software, and to obtain the velocity gradient, shear stress and turbulence characteristic parameters of the near-wall surface of the aircraft.

[0064] Resource machine 303 is used to call MPI parallel solver 302 to perform calculations and output residual curves and convergence curves of key parameters in real time via WebSocket. After the residual curves and key parameters converge, solver 302 stops the calculation.

[0065] The 3D interactive, fully automated aerodynamic simulation cloud platform for aircraft described in this embodiment covers four main stages: geometry preview, model building, mesh generation, solution calculation, and post-processing, with seamless integration between each stage. Specifically:

[0066] After the user uploads the geometric model through the user interaction module 1, the platform calls the geometric kernel module to perform topology analysis and form a 3D geometric rendering model.

[0067] In the model building phase, the model building unit 201 obtains the three-dimensional analysis model of the aircraft and simulates the friction velocity of the airflow on the aircraft wall under different incoming flow parameters. Using the incoming Reynolds number and incoming flow velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as the dependent variable, a friction velocity analysis model of the airflow on the aircraft wall is constructed. For example, in this embodiment, the friction velocity analysis model of the airflow on the aircraft wall fitted for a certain type of aircraft is as follows: Where Re is the Reynolds number of the incoming flow in the design incoming flow simulation parameters, and U is the incoming flow velocity in the design incoming flow simulation parameters.

[0068] In the mesh generation stage, a hybrid mesh strategy using 205 volume mesh generation elements is employed, combining the advantages of structured boundary layers and unstructured global meshes. Based on the constructed friction velocity analysis model of the airflow over the aircraft wall, the friction velocity u of the airflow over the aircraft wall under the simulated inflow parameters is obtained. t Then, based on the dimensionless wall distance y of the target aircraft + Values ​​(based on the turbulence model kw SST, usually set y) + (1), through the formula (Where ρ is the incoming flow density and μ is the incoming flow dynamic viscosity) The height Δy1 of the first mesh layer is automatically calculated; finally, the expansion ratio and the number of mesh layers can be set (e.g., expansion ratio of 1.2 and number of layers of 20) to generate a high-quality volume mesh.

[0069] In this embodiment, for the aircraft mesh, a curvature adaptive densification algorithm can be used to locally refine high gradient regions such as the wing leading edge and rotor tip. The mesh size can be reduced to 1 / 10 of the background mesh to ensure accurate capture of shock waves and separation vortices.

[0070] The 3D interactive, fully automated aerodynamic simulation cloud platform for aircraft described in this embodiment is a comprehensive solution integrating high-performance computing, automated processes, and intelligent analysis technologies. It aims to address core issues in traditional aerodynamic simulation, such as fragmented processes, high reliance on manual labor, and low utilization of computing resources. Through modular design, distributed architecture, and intelligent algorithm optimization, the platform achieves full automation from uploading geometric models to generating simulation results, significantly improving the efficiency and accuracy of aerodynamic analysis. It is suitable for the aerodynamic design and development needs of vehicles such as UAVs and aerospace vehicles. The following detailed explanation covers five dimensions: system architecture, technical processes, core algorithms, innovative advantages, and implementation examples.

[0071] This platform adopts a layered service architecture, which is divided into a user interaction layer, a computing scheduling layer, and a post-processing layer. Each layer works together through standardized interfaces.

[0072] The user interaction layer (i.e., user interaction module 1) is built on the Django framework, providing a web interface that supports users uploading geometric models (supporting common geometric formats such as STEP), configuring simulation parameters (such as angle of attack, sideslip angle, flight altitude, etc.), and interactive 3D visualization. Users can adjust the aircraft's attitude in real time through drag-and-drop operations, and the model's rotation angle is automatically synchronized to the solver 302 input file, achieving a "what you see is what you get" parameter configuration experience. The front end of user interaction module 1 is developed based on the Vue framework, integrating the Three.js engine to achieve high-performance 3D model rendering and ensure smooth visualization of complex geometric structures; the back end interacts with the front end through a RESTful API interface, with data in JSON format to ensure cross-platform compatibility.

[0073] The core of the computational scheduling layer is the Minta middleware, comprising a Data Node, a Resource Node (303), and a Center Node (301). The Data Node stores structured data (such as user information and parameter templates) using a PostgreSQL database, while employing the MinIO distributed file system to manage unstructured data (such as geometric models, mesh files, and flow field results), supporting efficient access to petabyte-scale data. The Resource Node (303) deploys Solver 302 (i.e., Solver Module 3), with a self-developed Solver 302 kernel optimized for aircraft flow characteristics. It can also be extended to a customer-customized computational solver 302, integrating preprocessing matrices to accelerate convergence algorithms and supporting CPU / GPU heterogeneous computing. For example, in aircraft flow field simulation, the Resource Node (303) calls the CUDA-accelerated transient solver 302, leveraging GPU parallel computing capabilities to reduce single iteration time by at least 50%. The Center Node (301), as the scheduling core, implements service discovery and load balancing based on Consul, and dynamically distributes tasks through a RabbitMQ message queue. When a user submits a multi-task application, the central server 301 breaks the task down into independent subtasks, prioritizes their allocation to idle resource nodes, and monitors the health status of these nodes in real time via a heartbeat mechanism to prevent single points of failure. Furthermore, the platform supports elastic scaling, automatically activating the backup resource server 303 during peak computing periods to ensure efficient task queue processing.

[0074] The post-processing layer integrates the Tecplot visualization engine, which can output templated flow field cloud maps and streamline animations after numerical calculations. It can also directly manipulate vertex buffers through BufferGeometry construction to achieve high-performance rendering of complex geometries. After calculation, the platform automatically extracts key parameters such as six-component aerodynamic forces and moment coefficients, and uses the visualization engine to generate pressure cloud maps, streamline animations, and vorticity isosurface maps. Multi-condition comparison curves are plotted using the Matplotlib library, and an aerodynamic database is formed through analysis. The data can be dynamically linked to the 3D model; when a user clicks on a specific condition label in the user interaction module 1, the corresponding flow field region is simultaneously highlighted on the front end, improving the efficiency of result interpretation. The final report is output in PDF / HTML format, including data tables, charts, and design suggestions, meeting the data archiving and collaboration needs of aerospace companies and research institutions.

[0075] In this embodiment, the solver module 3 further includes a mesh adjustment unit 304, which is used to monitor the pressure gradient in the flow field in real time during the calculation process of the solver 302. With vorticity When the pressure gradient in a local region of the boundary layer exceeds a preset pressure gradient threshold Or the vorticity is greater than the preset vorticity threshold (ω>500s)-1 When the corresponding area is subjected to L3-level densification, the grid size is reduced to 1 / 8 of the original size of the corresponding area.

[0076] In this embodiment, the deployment and operation process of the entire 3D interactive automated aerodynamic simulation cloud platform for aircraft begins with basic environment configuration. This includes installing and initializing a PostgreSQL database on the server node, creating a database instance with a specified encoding format, building a Python 3.6+ virtual environment using Conda and installing dependent libraries (such as NumPy, SQLAlchemy, and the custom solver package 302), and configuring environment variables to adapt to database connections and code paths. Subsequently, the distributed middleware Minta is deployed: the data center mounts MinIO distributed storage and configures a PostgreSQL connection pool to manage user-uploaded geometric models and simulation results; the central machine 301 starts the Consul service discovery tool and RabbitMQ message queue, dynamically registers resource nodes, establishes task scheduling channels, and splits user-submitted multi-condition tasks using a priority algorithm; the resource machine 303 deploys the OpenMPI parallel computing framework and GPU-accelerated solver 302, loads project code, and registers it to the Consul cluster. After opening the necessary ports and configuring TLS encrypted communication at the network level, the database service, middleware, and solver 302 listening process are started. After verifying the functionality, the task execution phase begins. Users upload the STEP model and fill in the parameters through the front end. The system automatically completes geometric rendering, 3D interaction, mesh generation, and solver 302 input file configuration. The task is distributed to resource machine 303 for parallel computing via RabbitMQ, and the residual curve is sent back to the front-end visualization interface in real time. After the calculation is completed, the ParaView engine is called to extract the flow field data, and the 3D model attitude is correlated to generate a structured report containing lift-drag ratio curves, pressure cloud maps, and optimization suggestions. Finally, the system's continuous and stable operation is ensured through an elastic scaling mechanism and log monitoring system, realizing a fully automated closed loop from "geometric upload - intelligent computing - decision output".

[0077] The three-dimensional interactive fully automated aerodynamic simulation cloud platform for aircraft in this embodiment can also be equipped with a built-in turbulence model compatibility verification module. When y is detected... + When the value exceeds the applicable range of the wall function, it can automatically switch to a low Reynolds number model and re-mesh.

[0078] User interaction module 1 can also convert 3D geometric models into interactive 3D geometry, providing users with the ability to manually fill out forms (model parameter forms or simulation parameter forms) and automatically update forms based on 3D interaction. Furthermore, user interaction module 1 can adopt a component-based design and support custom templates. Users can select a "basic report" (including key parameters and contour plots). The data association function is implemented based on the D3.js library; during user interaction, the front end dynamically loads flow field data through the WebGL rendering engine, ensuring smooth visualization of large-scale datasets.

[0079] Traditional platforms require users to manually edit mesh parameters, submit tasks, and organize results, with a single simulation taking an average of 48 hours and manual operation accounting for 30%. This embodiment's 3D interactive, fully automated aerodynamic simulation cloud platform for aircraft enables full-process automation, intelligent parameter optimization, and elastic resource scheduling. Through automated processes and batch task processing, the cycle time is reduced to 4 hours, and manual intervention is reduced to 5%. Regarding resource utilization, traditional local clusters typically have parallel efficiency below 60%, while this platform, based on Consul and RabbitMQ's dynamic scheduling strategy, maintains CPU / GPU utilization above 85%, reducing computing costs by 40%.

[0080] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A three-dimensional interactive fully automated aerodynamic simulation method for aircraft, characterized in that, include: A three-dimensional analysis model of the aircraft is constructed based on the aircraft structure, and the friction velocity of the airflow on the aircraft wall is obtained by simulation under different incoming flow parameters. Using the incoming Reynolds number and incoming velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as the dependent variable, a friction velocity analysis model for the airflow on the aircraft wall is constructed. Under the design of the incoming flow simulation parameters, the friction velocity of the airflow on the aircraft wall is obtained by analyzing the friction velocity of the airflow on the aircraft wall using the friction velocity analysis model. Based on the dimensionless wall distance of the aircraft and the friction velocity of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow, the first layer mesh height of the aerodynamic boundary layer of the aircraft is obtained by analysis. Based on the height of the first layer mesh, the mesh growth rate, and the total number of design boundary layers, the total thickness of the boundary layer is obtained through analysis. Based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, the mesh is divided outward along the wall surface of the designed shape of the aircraft to generate the aircraft boundary layer mesh. Unstructured body mesh is automatically generated using mesh software. Based on the aircraft body mesh, fluid simulation software is used to analyze and simulate the flow of shock waves and separated vortices on the aircraft wall, and to obtain the velocity gradient, shear stress or aerodynamic characteristic parameters of the near-wall surface of the aircraft.

2. The fully automated aerodynamic simulation method for aircraft according to claim 1, characterized in that, The friction velocity analysis model of the airflow on the aircraft wall is constructed as follows: Where Re is the Reynolds number of the incoming flow in the design incoming flow simulation parameters, U is the incoming flow velocity in the design incoming flow simulation parameters, a is a coefficient, and b is an exponent. a and b are obtained through data fitting.

3. The fully automated aerodynamic simulation method for aircraft according to claim 2, characterized in that, The first grid height of the aerodynamic boundary layer of the aircraft Where y + ρ is the dimensionless distance from the aircraft wall, μ is the incoming flow density, and μ is the incoming flow dynamic viscosity.

4. The fully automated aerodynamic simulation method for aircraft according to claim 3, characterized in that, The total thickness of the boundary layer Where r is the grid growth rate and N is the total number of design boundary layers.

5. A three-dimensional interactive automated aerodynamic simulation cloud platform for aircraft, used to implement the automated aerodynamic simulation method for aircraft as described in any one of claims 1-4, characterized in that, include: The user interaction module is used to receive the aircraft geometric model uploaded by the user, as well as the model parameters and simulation parameters input by the user, and to provide a three-dimensional visualization interface for the user to simulate and observe and adjust the attitude of the geometric model in real time. The mesh generation module is used to obtain the first layer mesh height of the aerodynamic boundary layer of the aircraft based on the aircraft's geometric model and the analysis of the design flow simulation parameters. Based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, the module performs mesh generation outward along the wall surface of the aircraft's design shape to generate the aircraft boundary layer mesh. The module also uses mesh software to automatically generate unstructured volume meshes. The solution module is used to perform flow simulations, including shock waves and separated vortices on the aircraft wall, based on the aircraft body mesh and using fluid simulation software, and to obtain the velocity gradient, shear stress, and turbulence characteristic parameters of the near-wall surface of the aircraft.

6. The fully automated aerodynamic simulation cloud platform for aircraft according to claim 5, characterized in that, The mesh generation module includes: The model building unit is used to construct a three-dimensional analysis model of the aircraft based on the aircraft structure, and to simulate and obtain the friction velocity of the airflow on the aircraft wall under different incoming flow parameters. With the incoming Reynolds number and incoming flow velocity as independent variables and the corresponding friction velocity of the airflow on the aircraft wall as dependent variables, a friction velocity analysis model of the airflow on the aircraft wall is constructed. The parameter analysis unit is used to analyze and obtain the friction velocity u of the airflow on the aircraft wall under the designed incoming flow simulation parameters, based on the constructed friction velocity analysis model of the airflow on the aircraft wall. t ; The first analysis unit is used to determine the dimensionless wall distance y of the aircraft. + And the frictional velocity u of the airflow over the wall of the aircraft under the simulated parameters of the incoming flow. t ,use The analysis yields the first layer mesh height Δy1 of the aerodynamic boundary layer of the aircraft, where y + ρ is the dimensionless distance from the wall of the aircraft, μ is the incoming flow density, and μ is the dynamic viscosity of the incoming flow. The second analysis unit is used to, based on the first layer mesh height Δy1, the mesh growth rate r, and the total number of boundary layer layers N, employ... The total thickness y of the boundary layer was obtained through analysis. total ; The volume mesh generation unit is used to divide the mesh outward along the wall surface of the designed shape of the aircraft based on the design expansion ratio between two adjacent mesh layers of the boundary layer and the total number of design layers of the boundary layer, thereby generating the aircraft boundary layer mesh. The unstructured volume mesh is automatically generated using meshing software.

7. The fully automated aerodynamic simulation cloud platform for aircraft according to claim 5, characterized in that, The solution module includes: The central machine is used to generate the initial and boundary conditions of the fluid simulation software by replacing the placeholders in the parameter template with actual values ​​based on the aircraft geometric model uploaded by the user and the model parameters and simulation parameters input by the user after the user submits the solution task. The solver is used to perform flow simulations including shock waves and separated vortices on the aircraft wall, based on the initial conditions, boundary conditions, and aircraft body mesh generated by the fluid simulation software, and to obtain the velocity gradient, shear stress, and turbulence characteristic parameters of the near-wall surface of the aircraft. The resource machine is used to call the MPI parallel solver to perform calculations and output the residual curve and the convergence curve of the key parameters in real time via WebSocket. After the residual curve and the key parameters converge, the solver stops the calculation.

8. The fully automated aerodynamic simulation cloud platform for aircraft according to claim 7, characterized in that, The solver module also includes a mesh adjustment unit, which is used to monitor the pressure gradient and vorticity in the flow field in real time during the solver calculation process. When the pressure gradient in a local area of ​​the boundary layer is greater than a preset pressure gradient threshold or the vorticity is greater than a preset vorticity threshold, the corresponding area is subjected to L3 level densification, so that the mesh size is reduced to 1 / 8 of the original size of the corresponding area.

9. The fully automated aerodynamic simulation cloud platform for aircraft according to claim 7, characterized in that, The user interaction module is also used to call the post-processing engine to extract flow field data after the solver has completed its calculations, and associate the 3D model attitude to generate a structured report containing lift-to-drag ratio curves, pressure contour maps, and optimization suggestions.

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