Modeling method and device for aerodynamic model of variable-wing aircraft

Abstract

The invention provides a modeling method and device for an aerodynamic model of a variable-wing aircraft. The method comprises the steps of obtaining working state information of the variable-wing aircraft in a previous time period and control surface deflection angle information of the variable-wing aircraft in a current time period; based on the working state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, determining a full-aircraft aerodynamic model of the variable-wing aircraft in the current time period through an aerodynamic modeling equation constructed for the variable-wing aircraft; wherein the pneumatic modeling equation is used for representing the stress influence of the revolution angle and the control surface deflection angle on the variable wing aircraft; and determining the working state information of the variable-wing aircraft in the current time period based on the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically to an aerodynamic modeling method and apparatus for a variable-wing aircraft. Background Technology

[0002] Existing high-aspect-ratio aircraft, leveraging their advantageous wing aspect ratio, are often used for long-duration, long-range missions. However, due to their excessively large wingspan, they are highly susceptible to the effects of the troposphere and adverse weather conditions, leading to malfunctions or even crashes, particularly during takeoff and landing. Furthermore, the large wing span of high-aspect-ratio aircraft places higher demands on airport runways, further limiting their portability and usability.

[0003] To address the aforementioned issues, existing technology proposes a variable-swing aircraft with three configurations: a high-aspect-ratio monoplane configuration, a biplane configuration with upper and lower wings, and a variable-swing configuration between the monoplane and biplane configurations. During takeoff and landing, the aircraft adopts the biplane configuration to reduce its wingspan, thereby enhancing its resistance to the troposphere and adverse weather conditions, and reducing the width requirements of airport runways. A crucial technical challenge for the variable-swing aircraft is how to reliably, safely, and stably switch between monoplane and biplane configurations during the variable-swing configuration transition. Directly conducting related experiments in the air would pose significant safety hazards; therefore, variant simulation verification must be performed before flight testing during the aircraft design process. Since the driving force for the variable-swing aircraft's variant configuration originates from the deflection of the control surfaces of the movable wing, causing changes in the lift and roll aerodynamic torque of the movable wing, obtaining accurate aerodynamic forces and torques during the variable-swing aircraft's variant configuration for motion simulation is a pressing issue that needs to be addressed. Summary of the Invention

[0004] In view of this, this application provides an aerodynamic modeling method and apparatus for variable-wing aircraft.

[0005] In a first aspect, this application provides an aerodynamic modeling method for a variable-wing aircraft, the variable-wing aircraft including an aircraft body, a movable wing and a connecting rod, the movable wing and the connecting rod being movably connected by a first hinge, the connecting rod and the aircraft body being movably connected by a second hinge, the wing position and attitude of the movable wing being changed by the connecting rod, the first hinge and the second hinge, thereby changing the configuration of the variable-wing aircraft;

[0006] The method includes:

[0007] The system acquires the operational status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information in the current time period. The operational status information includes first status information related to the aircraft body and second status information related to the movable wing and the connecting rod. The second status information includes revolution angle information representing the angle between the connecting rod and the fixed wing of the aircraft body.

[0008] Based on the operational status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period is determined by constructing aerodynamic modeling equations for the variable-wing aircraft; wherein, the aerodynamic modeling equations are used to characterize the force influence of the revolution angle and the control surface deflection angle on the variable-wing aircraft.

[0009] Based on the full aerodynamic model of the variable-wing aircraft in the current time period, the operating status information of the variable-wing aircraft in the current time period is determined.

[0010] In one possible implementation, the full-aircraft aerodynamic model includes a first sub-aerodynamic model corresponding to the aircraft body, a second sub-aerodynamic model corresponding to the movable wing, and a third sub-aerodynamic model corresponding to the connecting rod;

[0011] The aerodynamic modeling equations include a first aerodynamic modeling equation for the aircraft body, a second aerodynamic modeling equation for the movable wing, and a third aerodynamic modeling equation for the connecting rod.

[0012] In one possible implementation, the step of determining the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the operating state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, through the aerodynamic modeling equations constructed for the variable-wing aircraft, includes:

[0013] Based on the first aerodynamic modeling equation, the first aerodynamic force and the first aerodynamic torque of the aircraft body in the current time period are determined according to the first state information of the variable wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable wing aircraft in the current time period, so as to obtain the first sub-aerodynamic model.

[0014] Based on the second aerodynamic modeling equation, the second aerodynamic force and second aerodynamic moment of the movable wing in the current time period are determined according to the second state information of the variable wing aircraft in the previous time period and the control surface deflection angle information of the variable wing aircraft in the current time period, so as to obtain the second sub-aerodynamic model.

[0015] Based on the revolution angle information of the variable wing aircraft in the previous time period, the third aerodynamic force of the connecting rod in the current time period is determined by the third aerodynamic modeling equation to obtain the third sub-aerodynamic model.

[0016] Based on the first aerodynamic force, the second aerodynamic force, and the third aerodynamic force, the target aerodynamic force of the variable-wing aircraft in the current time period is determined, and based on the first aerodynamic moment and the second aerodynamic moment, the target aerodynamic moment of the variable-wing aircraft in the current time period is determined.

[0017] Based on the target aerodynamic force and target aerodynamic moment of the variable-wing aircraft in the current time period, the full aerodynamic model of the variable-wing aircraft in the current time period is obtained.

[0018] In one possible implementation, determining the first aerodynamic force and first aerodynamic moment of the aircraft body in the current time period based on the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period through the first aerodynamic modeling equation includes:

[0019] Substitute the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period into the first aerodynamic modeling equation, and perform the following operations:

[0020] Based on the first state information, the first aerodynamic derivative of the aircraft body in the current working state is determined;

[0021] Based on the first aerodynamic derivative, the revolution angle information, and the control surface deflection angle information of the variable wing aircraft in the current time period, the first aerodynamic coefficient of the aircraft body is determined;

[0022] The first aerodynamic force and the first aerodynamic torque of the aircraft body in the current time period are determined based on the first aerodynamic coefficient.

[0023] In one possible implementation, the control surface deflection angle information of the variable-wing aircraft in the current time period includes first angle information characterizing the control surface deflection angle of the left movable wing in the current time period, and second angle information characterizing the control surface deflection angle of the right movable wing in the current time period; the revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the second aerodynamic force of the movable wing in the current time period includes a first sub-aerodynamic force of the left movable wing and a second sub-aerodynamic force of the right movable wing in the current time period, and the second aerodynamic moment of the movable wing in the current time period includes a first sub-aerodynamic moment of the left movable wing and a second sub-aerodynamic moment of the right movable wing in the current time period; the second sub-aerodynamic model includes an aerodynamic model of the left movable wing and an aerodynamic model of the right movable wing; the second aerodynamic modeling equation includes a left wing modeling equation corresponding to the left movable wing and a right wing modeling equation corresponding to the right movable wing.

[0024] The second aerodynamic model is obtained by determining the second aerodynamic force and second aerodynamic moment of the movable wing in the current time period based on the second state information of the variable wing vehicle in the previous time period and the control surface deflection angle information of the variable wing vehicle in the current time period through the second aerodynamic modeling equation, including:

[0025] Based on the second state information and the first angle information of the variable-wing aircraft in the previous time period, using the modeling equations of the left wing, the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period are determined to obtain the aerodynamic model of the left movable wing; and,

[0026] Based on the second state information and second angle information of the variable wing aircraft in the previous time period, the second sub-aerodynamic force and second sub-aerodynamic moment of the right movable wing in the current time period are determined by the modeling equation of the right wing, so as to obtain the aerodynamic model of the right movable wing.

[0027] In one possible implementation, the revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the third aerodynamic force of the connecting rod in the current time period includes a first resistance of the left connecting rod in the current time period and a second resistance of the right connecting rod in the current time period.

[0028] The step of determining the third aerodynamic force of the connecting rod in the current time period based on the revolution angle information of the variable-wing aircraft in the previous time period using the third aerodynamic modeling equation includes:

[0029] For any one of the first and second revolution angles, substitute that revolution angle into the third aerodynamic modeling equation and perform the following operation:

[0030] The maximum drag coefficient of the connecting rod corresponding to this revolution angle is determined based on computational fluid dynamics (CFD).

[0031] Determine the drag correction factor after the connecting rod is blocked by the movable wing at this revolution angle;

[0032] Based on the maximum resistance coefficient and the resistance correction coefficient, the resistance of the connecting rod corresponding to the revolution angle in the current time period is determined.

[0033] In one possible implementation, the first state information includes the displacement, velocity, angle, and angular velocity of the aircraft body along three coordinate axes in the body coordinate system, as well as the airspeed, angle of attack, and sideslip angle of the aircraft body.

[0034] The second state information also includes the displacement, velocity, angle, and angular velocity of the movable wing along three coordinate axes in the body coordinate system, as well as the airspeed, angle of attack, and sideslip angle of the movable wing.

[0035] Secondly, this application also provides an aerodynamic modeling device for a variable-wing aircraft. The variable-wing aircraft includes an aircraft body, a movable wing, and a connecting rod. The movable wing and the connecting rod are movably connected by a first hinge, and the connecting rod is movably connected to the aircraft body by a second hinge. The wing position and attitude of the movable wing are changed by the connecting rod, the first hinge, and the second hinge, thereby changing the configuration of the variable-wing aircraft.

[0036] The device includes:

[0037] The acquisition module is used to acquire the operating status information of the variable wing aircraft in the previous time period and the control surface deflection angle information in the current time period; the operating status information includes first status information related to the aircraft body and second status information related to the movable wing and the connecting rod, the second status information including the revolution angle information representing the angle between the connecting rod and the fixed wing of the aircraft body;

[0038] The first determining module, based on the operating status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, determines the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period through the aerodynamic modeling equations constructed for the variable-wing aircraft; wherein, the aerodynamic modeling equations are used to characterize the force influence of the revolution angle and the control surface deflection angle on the variable-wing aircraft.

[0039] The second determining module is used to determine the operating status information of the variable wing aircraft in the current time period based on the full aerodynamic model of the variable wing aircraft in the current time period.

[0040] Thirdly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation of the first aspect.

[0041] Fourthly, this application also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method as described in the first aspect or any possible implementation of the first aspect.

[0042] The aerodynamic modeling method and apparatus for variable-wing aircraft provided in this application, after obtaining the operating state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information in the current time period, can determine the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the aerodynamic modeling equations constructed by the variable-wing aircraft, thereby completing the force analysis of the variable-wing aircraft under the current operating state information. Furthermore, the operating state information of the variable-wing aircraft in the current time period can be determined based on the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period. In this way, aerodynamic modeling of the variable-wing aircraft in different time periods can be provided to calculate the aerodynamic forces and moments of the movable wing at different positions, realizing the force analysis of the variable-wing aircraft's transformation process. Attached Figure Description

[0043] Figure 1 This is a structural diagram of a variable-wing aircraft shown in an exemplary embodiment of this application;

[0044] Figure 2 This is a schematic diagram illustrating different configurations of a variable-wing aircraft according to an exemplary embodiment of this application;

[0045] Figure 3 This is a flowchart illustrating an aerodynamic modeling method for a variable-wing aircraft, as shown in an exemplary embodiment of this application;

[0046] Figure 4 This is a schematic diagram of the control surface of a variable-wing aircraft, as shown in an exemplary embodiment of this application;

[0047] Figure 5 This is a schematic diagram illustrating a connecting rod according to an exemplary embodiment of this application;

[0048] Figure 6 This is a schematic diagram illustrating the information flow inside a variable-wing aircraft according to an exemplary embodiment of this application;

[0049] Figure 7 This is an architectural diagram of an aerodynamic modeling device for a variable-wing aircraft, as illustrated in an exemplary embodiment of this application.

[0050] Figure 8 This is a schematic diagram of the structure of a computer device shown in an exemplary embodiment of this application. Detailed Implementation

[0051] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0052] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0053] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0054] The method provided in this application is applied to variable-wing aircraft, and an exemplary structural diagram of the variable-wing aircraft is shown below. Figure 1 As shown, the variable-wing aircraft includes an aircraft body composed of fixedly connected components, a movable wing, and a connecting rod connecting the aircraft body and the movable wing; the aircraft body includes a fixed wing, fuselage, wing platform, ventral fin, and an inverted triangular "▽" shaped tail fin;

[0055] The movable wing and the connecting rod are movably connected via a first hinge, and the connecting rod is movably connected to the aircraft body via a second hinge. The movable wing changes its wing shape, position, and attitude through the connecting rod, the first hinge, and the second hinge, thereby changing the configuration of the variable-wing aircraft. For example, different configurations of the variable-wing aircraft are as follows: Figure 2 As shown.

[0056] Reliably, safely, and stably switching between monoplane and biplane configurations is a critical technical challenge for variable-wing aircraft. Conducting related experiments directly in the air poses significant safety risks; therefore, variant simulation verification must be performed before flight testing during the aircraft design process. Since the driving force for the variable-wing variant originates from the deflection of the control surfaces of the movable wing, causing changes in lift and roll aerodynamic torque, simulating the variable-wing aircraft and obtaining accurate aerodynamic forces and torques for the movable wing section are urgent problems to be solved.

[0057] The aerodynamic modeling method and apparatus for variable-wing aircraft provided in this application, after obtaining the operating state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information in the current time period, can determine the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the aerodynamic modeling equations constructed by the variable-wing aircraft, thereby completing the force analysis of the variable-wing aircraft under the current operating state information. Furthermore, the operating state information of the variable-wing aircraft in the current time period can be determined based on the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period. In this way, aerodynamic modeling of the variable-wing aircraft in different time periods can be provided to calculate the aerodynamic forces and moments of the movable wing at different positions, realizing the force analysis of the variable-wing aircraft's transformation process.

[0058] The aerodynamic modeling method for variable-wing aircraft provided in this application will be described in detail below with reference to specific embodiments. See also Figure 3 The flowchart shown is a method for aerodynamic modeling of a variable-wing aircraft provided in an embodiment of this application, including the following steps:

[0059] S301. Obtain the operating status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information in the current time period; the operating status information includes first status information related to the aircraft body and second status information related to the movable wing and the connecting rod, the second status information including the revolution angle information representing the angle between the connecting rod and the fixed wing of the aircraft body.

[0060] S302. Based on the operating status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period is determined by constructing aerodynamic modeling equations for the variable-wing aircraft; wherein, the aerodynamic modeling equations are used to characterize the force influence of the revolution angle and the control surface deflection angle on the variable-wing aircraft.

[0061] S303. Based on the full aerodynamic model of the variable-wing aircraft in the current time period, determine the working status information of the variable-wing aircraft in the current time period.

[0062] The following is a detailed description of the steps described above.

[0063] For S301,

[0064] The operational status information can be used to characterize the operational status of the variable-wing aircraft in the previous time period. Optionally, the operational status information may include first status information related to the aircraft body and second status information related to the movable wing and connecting rod, which may be referred to as the variant parts.

[0065] The first state information may include, for example, the displacement of the aircraft body along three coordinate axes, the velocity along three coordinate axes, the angle along three coordinate axes, the angular velocity along three coordinate axes, and the airspeed, angle of attack, and sideslip angle of the aircraft body in the body coordinate system.

[0066] The second state information may include, for example, the displacement of the movable wing along three coordinate axes, the velocity along three coordinate axes, the angle along three coordinate axes, the angular velocity along three coordinate axes, the airspeed, angle of attack, and sideslip angle of the movable wing in the body coordinate system, as well as the revolution angles of the left and right sides.

[0067] The revolution angle is the angle between the connecting rod and the fixed wing of the aircraft body, for example, as shown in the figure. Figure 1 As shown.

[0068] In one possible implementation, some information in the first state information (such as velocity, displacement, angular velocity, etc.) can be detected by sensors deployed on the aircraft body, and some information in the second state information (such as velocity, displacement, angular velocity, etc.) can be detected by sensors deployed on the left and right movable wings.

[0069] The control surface deflection angle information can be the desired control surface deflection angle output by the controller of the variable-wing aircraft within the current time period. This information can include the deflection angles of multiple control surfaces, such as a first angle representing the deflection angle of the movable wing, a second angle representing the deflection angle of the right movable wing, and the deflection angle information of the aircraft's main control surfaces. Examples of the multiple control surfaces include... Figure 4 As shown, Figure 4 The diagram shows the right half of a variable-swing aircraft. Control surfaces A and B are the flaps and ailerons on the fixed wings of the aircraft; control surfaces C, D, and E are the ailerons on the movable wings; control surfaces F and G are the elevators on the aircraft; and control surface H is the rudder. It should be noted that the control surface deflection angle information can include both the deflection angles of control surfaces A and B on the left and right fixed wings, and the deflection angles of control surfaces C, D, and E on the left and right movable ailerons.

[0070] For S302 and S303,

[0071] In one possible implementation, different components of the variable-wing aircraft can be modeled separately. For example, the overall aerodynamic model may include a first sub-aerodynamic model corresponding to the aircraft body, a second sub-aerodynamic model corresponding to the movable wing, and a third sub-aerodynamic model corresponding to the connecting rod. These aerodynamic models can be understood as mathematical models, and each aerodynamic model will be described in detail below.

[0072] Optionally, the aerodynamic modeling equations include a first aerodynamic modeling equation for the aircraft body, a second aerodynamic modeling equation for the movable wing, and a third aerodynamic modeling equation for the connecting rod.

[0073] Based on the operational status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, the following steps can be taken to determine the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period using the aerodynamic modeling equations constructed for the variable-wing aircraft:

[0074] Step a1: Based on the first aerodynamic modeling equation, the first aerodynamic force and the first aerodynamic torque of the aircraft body in the current time period are determined according to the first state information of the variable wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable wing aircraft in the current time period, so as to obtain the first sub-aerodynamic model.

[0075] Step a2: Based on the second state information of the variable wing aircraft in the previous time period and the control surface deflection angle information of the variable wing aircraft in the current time period, the second aerodynamic force and the second aerodynamic moment of the movable wing in the current time period are determined by the second aerodynamic modeling equation to obtain the second sub-aerodynamic model.

[0076] Step a3: Based on the revolution angle information of the variable wing aircraft in the previous time period, determine the third aerodynamic force of the connecting rod in the current time period through the third aerodynamic modeling equation to obtain the third sub-aerodynamic model.

[0077] Step a4: Based on the first aerodynamic force, the second aerodynamic force, and the third aerodynamic force, determine the target aerodynamic force of the variable-wing aircraft in the current time period, and based on the first aerodynamic moment and the second aerodynamic moment, determine the target aerodynamic moment of the variable-wing aircraft in the current time period.

[0078] Step a5: Based on the target aerodynamic force and the target aerodynamic torque of the variable wing aircraft in the current time period, obtain the full aerodynamic model of the variable wing aircraft in the current time period.

[0079] The execution order of steps a1 to a3 is not important. The aerodynamic modeling equations describe the process of calculating aerodynamic forces and moments. The aerodynamic modeling equations may include multiple equations. The process of substituting independent variables (i.e., operating state information and control surface deflection angle information) into the aerodynamic modeling equations to calculate aerodynamic forces and moments can be understood as the process of building an aerodynamic model. After the aerodynamic forces and moments are calculated, the aerodynamic model can be considered to be completed.

[0080] Optionally, in step a1, when determining the first aerodynamic force and first aerodynamic moment of the aircraft body in the current time period based on the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period using the first aerodynamic modeling equation, the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period can be substituted into the first aerodynamic modeling equation, and the following operation can be performed:

[0081] Based on the first state information, the first aerodynamic derivative of the aircraft body in the current working state is determined; based on the first aerodynamic derivative, the revolution angle information and the control surface deflection angle information, the first aerodynamic coefficient of the aircraft body is determined; based on the first aerodynamic coefficient, the first aerodynamic force and the first aerodynamic torque are determined.

[0082] The first aerodynamic coefficient includes the lift coefficient, drag coefficient, side force coefficient, roll aerodynamic moment coefficient, pitch aerodynamic moment coefficient, and yaw aerodynamic moment coefficient of the aircraft body. The first aerodynamic derivative is used to characterize the mapping relationship between the first aerodynamic coefficient of the aircraft body and the revolution angle information and the control surface deflection angle information. Optionally, the first aerodynamic derivative of the aircraft body can be calculated by computational fluid dynamics (CFD).

[0083] For example, the first aerodynamic modeling equation can be used to calculate the first aerodynamic coefficient of the aircraft body using the following formula (1):

[0084]

[0085] Among them, C D_fix C L_fix C Y_fix C l_fix C m_fix With C n_fix These are the lift coefficient, drag coefficient, side force coefficient, roll aerodynamic moment coefficient, pitch aerodynamic moment coefficient, and yaw aerodynamic moment coefficient of the aircraft body, respectively, i.e., the first aerodynamic coefficient; θ revo_R and θ revo_L These are the revolution angles of the left and right movable wings, respectively; δα fix With δβ fix These represent the increments of the angle of attack and sideslip angle of the aircraft body, respectively; δa R δb R δa represents the deflection angle of control surfaces A and B on the right fixed wing of the aircraft. L and δb L δf represents the deflection angle of control surfaces A and B on the left fixed wing of the aircraft body, δg represents the deflection angle of elevator control surface F on the aircraft body. R δg represents the deflection angle of the G-face on the right side of the elevator of the aircraft. L δh represents the deflection angle of the G-face on the left side of the elevator of the aircraft. R δh represents the deflection angle of the right-hand H-face of the rudder on the aircraft body. L δp represents the deflection angle of the H-face on the left side of the rudder of the aircraft. fix δq fixδr fix These represent the increments of the aircraft's roll angular velocity, pitch angular velocity, and yaw angular velocity, respectively.

[0086] In the above formula, θ revo_R and θ revo_L Included in the revolution angle information, δα fix δβ fix δp fix δq fix δr fix Included in the first state information, δa R δb R δa L δb L δf, δg R δg L δh R δh L These 16 parameters, included in the rudder deflection angle information, constitute the independent variables in the first aerodynamic coefficient calculation formula.

[0087] In the above formula, the 6*16 matrix represents the first aerodynamic derivative, which characterizes the mapping relationship between each independent variable and the first aerodynamic coefficient on the left side of the equation. When calculating the above formula, as shown in C... D_fix The value of is calculated using the following formula:

[0088] C D_fix =C Drevo_R ×θ revo_R +C Drevo_L ×θ revo_L +C Dα ×δα fix +C Dβ ×δβ fix +...+C Dr ×δr fix

[0089] Each value of C represents a mapping relationship, such as C Drevo_R It represents θ revo_R With C D_fix The mapping relationship, which reflects θ revo_R For C Drevo_R The degree of influence, C Dα It represents δα fix With C D_fix The mapping relationship, which reflects δα fix For C Drevo_R The degree of influence. Similarly, each value in the 6*16 matrix in the above formula represents a mapping relationship.

[0090] It should be noted that the δ sign in the above formula represents an increment. Although the first state information includes angle of attack, sideslip angle, roll rate, pitch rate, and yaw rate, these values ​​are represented here as increments, such as δα. fix The value of δα is the angle of attack value in the first state information minus zero. fix The value of is the same as the value of the angle of attack in the first state information. The increments of the sideslip angle, roll rate, pitch rate and yaw rate are also represented in the same way.

[0091] In the above formula, the revolution angle (i.e., θ) of the left and right movable wings revo_R and θ revo_L The values ​​are not represented as increments, but rather as baseline values. This is because during the variable-wing process, each revolution and rotation angle corresponds to a completely new aircraft configuration (e.g., the overall aerodynamic layout differs significantly depending on the position of the movable wing). By setting baseline values ​​(which can be understood as the aerodynamic parameter baseline for a specific configuration), the complex aerodynamic characteristics description of the entire configuration range can be transformed into a "baseline value + increment" form, avoiding independent and complete modeling for each configuration and significantly reducing computational complexity.

[0092] Furthermore, once the baseline values ​​are determined, the influence of parameters such as angle of attack, sideslip angle, control surface deflection angle, and angular velocity on the aerodynamic coefficients can be calculated separately in an incremental manner (e.g., angle of attack increment, sideslip angle increment, etc.). This method can clearly distinguish the contribution of different parameters to aerodynamic forces and aerodynamic moments, facilitating the accurate quantification of aerodynamic effects when a single parameter or multiple parameters are coupled, and improving the analytical accuracy of the model.

[0093] Furthermore, during the wing-changing process, the position (revolution angle and rotation angle) of the movable wing continuously changes, and the aerodynamic characteristics change dynamically accordingly. The baseline value provides a reference point for each instantaneous configuration. Combined with the real-time changing incremental parameters, the aerodynamic coefficients at the corresponding moment can be quickly calculated, meeting the real-time and continuous simulation requirements during the wing-changing process and ensuring the smoothness and accuracy of the simulation.

[0094] In one possible implementation, when determining the first aerodynamic force and the first aerodynamic torque based on the first aerodynamic coefficient, the calculation can be performed using the following formula:

[0095]

[0096] In the above formula, ρ represents air density, V represents the airspeed of the aircraft, and S... aircraft ρ and S represent the projected area of ​​the aircraft. aircraft All can be considered as known values, and V is a parameter in the first state information. These represent aerodynamic coefficients, including lift coefficient, drag coefficient, and side force coefficient. The aerodynamic moment coefficients include the roll aerodynamic moment coefficient, the pitch aerodynamic moment coefficient, and the yaw aerodynamic moment coefficient. Substituting the first aerodynamic coefficient calculated by formula (1) into the above formula (2) yields the first aerodynamic force and the first aerodynamic moment.

[0097] The first aerodynamic force and the first aerodynamic torque can be described by the following formulas:

[0098]

[0099] in, Indicates the first aerodynamic force. L represents the first aerodynamic torque. fix D fix Y fix The lift, drag, and lateral forces of the aircraft are represented by l. fix m fix n fix These represent the roll aerodynamic moment, pitch aerodynamic moment, and yaw aerodynamic moment of the aircraft itself.

[0100] Optionally, in step a2, the variable-wing aircraft includes movable wings on both the left and right sides. Therefore, the calculation of the aerodynamic forces and aerodynamic moments for the movable wings on both sides can be separate.

[0101] Specifically, the control surface deflection angle information of the variable-wing aircraft in the current time period includes first angle information characterizing the control surface deflection angle of the left movable wing in the current time period, and second angle information characterizing the control surface deflection angle of the right movable wing in the current time period; the revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the second aerodynamic force of the movable wing in the current time period includes a first sub-aerodynamic force of the left movable wing and a second sub-aerodynamic force of the right movable wing in the current time period, and the second aerodynamic moment of the movable wing in the current time period includes a first sub-aerodynamic moment of the left movable wing and a second sub-aerodynamic moment of the right movable wing in the current time period; the second sub-aerodynamic model includes a left movable wing aerodynamic model and a right movable wing aerodynamic model; the second aerodynamic modeling equation includes a left wing modeling equation corresponding to the left movable wing and a right wing modeling equation corresponding to the right movable wing.

[0102] When determining the second aerodynamic force and second aerodynamic moment of the movable wing in the current time period using the second aerodynamic modeling equation, based on the second state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, the first sub-aerodynamic force and first sub-aerodynamic moment of the left movable wing in the current time period can be determined using the left wing modeling equation, based on the second state information and the first angle information of the variable-wing aircraft in the previous time period. After determining the first sub-aerodynamic force and first sub-aerodynamic moment of the left movable wing in the current time period, the aerodynamic model of the left movable wing in the current period can be considered complete. Similarly, when determining the second sub-aerodynamic force and second sub-aerodynamic moment of the right movable wing in the current time period using the right wing modeling equation, based on the second state information and the second angle information of the variable-wing aircraft in the previous time period, the aerodynamic model of the right movable wing in the current period can be considered complete.

[0103] When determining the first sub-aerodynamic force and the first sub-aerodynamic moment of the variable-wing aircraft in the current time period based on the second state information and the first angle information of the variable-wing aircraft in the previous time period using the modeling equation of the left wing, and when determining the second sub-aerodynamic force and the second sub-aerodynamic moment of the variable-wing aircraft in the current time period based on the second state information and the second angle information of the variable-wing aircraft in the previous time period using the modeling equation of the right wing, the processing procedure is similar to the process of determining the first aerodynamic force and the first aerodynamic moment of the variable-wing aircraft in the current time period.

[0104] For example, when determining the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period based on the second state information and the first angle information of the variable wing aircraft in the previous time period using the left wing modeling equation, the second state information and the first angle information of the variable wing aircraft in the previous time period can be substituted into the left wing modeling equation, and the following operations can be performed: based on the second state information of the variable wing aircraft in the previous time period, the second aerodynamic derivative of the movable wing is determined; then, based on the second aerodynamic derivative and the first revolution angle and the first angle information in the second state information of the variable wing aircraft in the previous time period, the second aerodynamic coefficient of the left movable wing is determined; and then, based on the second aerodynamic coefficient, the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period are determined.

[0105] For example, the modeling equation for the left wing can be used to calculate the second aerodynamic coefficient using the following formula:

[0106]

[0107] Among them, C D_mov_L C L_mov_L C Y_mov_L C l_mov_L C m_mov_L With C n_mov_L These are the lift coefficient, drag coefficient, side force coefficient, roll aerodynamic moment coefficient, pitch aerodynamic moment coefficient, and yaw aerodynamic moment coefficient of the left movable wing, respectively; δα mov_L With δβ mov_L These represent the angle of attack increment and sideslip angle increment of the left movable wing, respectively; δc L δd L δe L δp represents the deflection angles of the left movable wing control surfaces C, D, and E, respectively. mov_L δq mov_L δr mov_L These represent the increments of the roll rate, pitch rate, and yaw rate of the left movable wing, respectively. The 9*6 matrix above is a mapping matrix, and the meaning of each item is similar to the meaning of each parameter in the 6*16 mapping matrix in formula (1) above, such as C... Drevo Represents θ revo_L With C D_mov_L The mapping relationship, C Dα Represents δα mov_L With C D_mov_L The mapping relationship is similar for the others, and will not be elaborated here.

[0108] After calculating the second aerodynamic coefficient based on the above formula, the calculated second aerodynamic coefficient can be substituted into the above formula (2) to obtain the first sub-aerodynamic force and the first sub-aerodynamic torque.

[0109] The first sub-aerodynamic force and the first sub-aerodynamic torque can be expressed as follows:

[0110]

[0111] in, L represents the first sub-aerodynamic force. mov_L D mov_L Y mov_L This indicates the lift, drag, and side force of the left movable wing. The first sub-aerodynamic torque, l mov_L m mov_L n mov_L This represents the roll aerodynamic moment, pitch aerodynamic moment, and yaw aerodynamic moment of the left movable wing.

[0112] When determining the second sub-aerodynamic force and the second sub-aerodynamic moment of the right movable wing in the current time period based on the second state information and the second angle information of the variable wing aircraft in the previous time period using the right wing modeling equation, the second state information and the second angle information of the variable wing aircraft in the previous time period can be substituted into the right wing modeling equation, and the following operations can be performed: based on the second state information of the variable wing aircraft in the previous time period, the third aerodynamic derivative of the movable wing is determined; then based on the third aerodynamic derivative, the second revolution angle and the second angle information in the second state information, the third aerodynamic coefficient of the right movable wing is determined; and then based on the third aerodynamic coefficient, the second sub-aerodynamic force and the second sub-aerodynamic moment of the right movable wing in the current time period are determined.

[0113] For example, the third aerodynamic coefficient can be calculated using the following formula in the modeling equations for the right wing:

[0114]

[0115] Among them, C D_mov_R C L_mov_R C Y_mov_R C l_mov_R C m_mov_R With C n_mov_R These are the lift coefficient, drag coefficient, side force coefficient, roll aerodynamic moment coefficient, pitch aerodynamic moment coefficient, and yaw aerodynamic moment coefficient of the right movable wing, respectively; δα mov_R With δβ mov_R These represent the increments of angle of attack and sideslip angle for the right movable wing, respectively; δc R δd R δe R δp represents the deflection angles of the right movable wing control surfaces C, D, and E, respectively. mov_R δq mov_R δr mov_R These represent the increments of the roll angular velocity, pitch angular velocity, and yaw angular velocity of the right movable wing, respectively.

[0116] After calculating the third aerodynamic coefficient based on the above formula, the calculated third aerodynamic coefficient can be substituted into the above formula (2) to obtain the second sub-aerodynamic force and the second sub-aerodynamic torque.

[0117] The second sub-aerodynamic force and the second sub-aerodynamic torque can be expressed as follows:

[0118]

[0119] in, L represents the second sub-aerodynamic force. mov_R D mov_R Y mov_RThis indicates the lift, drag, and side force of the right movable wing. The second sub-aerodynamic torque, l mov_R m mov_R n mov_R This represents the roll aerodynamic moment, pitch aerodynamic moment, and yaw aerodynamic moment of the right movable wing.

[0120] In step a3 above, the connecting rods also need to be modeled and analyzed separately, and the resistance effect brought by the connecting rods can be considered only.

[0121] The revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the third aerodynamic force of the connecting rod in the current time period includes a first drag of the left connecting rod in the current time period and a second drag of the right connecting rod in the current time period; in one possible implementation, when determining the third aerodynamic force of the connecting rod in the current time period based on the revolution angle information using the third aerodynamic modeling equation, for any one of the first and second revolution angles, the revolution angle can be substituted into the third aerodynamic modeling equation, and the following operations are performed: the maximum drag coefficient of the connecting rod corresponding to the revolution angle is determined based on computational fluid dynamics (CFD); the drag correction coefficient of the connecting rod after being blocked by the movable wing at the revolution angle is determined; based on the maximum drag coefficient and the drag correction coefficient, the drag of the connecting rod corresponding to the revolution angle in the current time period is determined.

[0122] Specifically, for example, such as Figure 5 As shown, when the variable-wing aircraft is in monoplane configuration, the connecting rod is completely embedded in the lower surface of the movable wing, at which point the drag coefficient is considered to be 0, meaning the connecting rod component provides no additional drag. When the revolution angle is 90°, the connecting rod is fully exposed to the incoming flow, at which point the drag coefficient is at its maximum. Therefore, CFD can be used to calculate the maximum drag coefficient of the connecting rod fully exposed to the incoming flow, defining it as follows: Then, the correction coefficients were calculated using CFD after the left and right connecting rods were blocked by the movable wing at different revolution angles. and Then, the drag coefficient is corrected using a correction factor. Here, θ represents the revolution angle; when θ = 0, it indicates the aircraft is in monoplane mode. When θ = 90°, it indicates that the aircraft is in a biplane configuration.

[0123] After correcting the maximum resistance coefficient based on the corrected resistance coefficient, the resistance coefficient of the connecting rod can be obtained. Then, the resistance of the connecting rod corresponding to the revolution angle can be determined based on the resistance coefficient.

[0124] For example, the drag coefficient can be calculated using the following formula:

[0125]

[0126] Among them, C D_rod_R C represents the drag coefficient of the right connecting rod. D_rod_L This represents the drag coefficient of the left connecting rod.

[0127] After calculating the resistance coefficient of the connecting rod, it can be substituted into the above formula (2) to calculate the resistance of the connecting rod.

[0128] The third aerodynamic force of the connecting rod can be expressed as follows:

[0129] F rod_R =D rod_R Formula (13)

[0130] F rod_L =D rod_L Formula (14)

[0131] Among them, F rod_R D represents the third aerodynamic force of the right connecting rod. rod_R F represents the resistance of the right connecting rod. rod_L D represents the third aerodynamic force of the left connecting rod. rod_L This indicates the resistance of the left connecting rod.

[0132] In step a4, after calculating the first aerodynamic force and first aerodynamic torque, the second aerodynamic force and second aerodynamic torque, and the third aerodynamic force, the sum of the first aerodynamic force, the second aerodynamic force, and the third aerodynamic force can be used as the target aerodynamic force; the sum of the first aerodynamic torque and the second aerodynamic torque is used to determine the target aerodynamic torque. Here, the target aerodynamic force can be understood as the aerodynamic force of the entire variable-wing aircraft, and the target aerodynamic torque can be understood as the aerodynamic torque of the entire variable-wing aircraft.

[0133] For example, it can be calculated using the following formula:

[0134]

[0135] in, Indicates the target aerodynamic force, This represents the target aerodynamic torque.

[0136] In the above embodiments, after calculating the target aerodynamic force and target aerodynamic torque, it can be regarded as obtaining the full aerodynamic model of the variable wing aircraft in the current time period; since the working state information and control surface deflection angle information are different in different time periods, the full aerodynamic model of the variable wing aircraft may be different in different time periods.

[0137] It should be noted that before obtaining the full aerodynamic model of the variable-wing aircraft in the current time period, the state information involved in the above calculation process is the working state information of the variable-wing aircraft in the previous time period.

[0138] In one possible implementation, after obtaining the full aerodynamic model of the variable-wing aircraft in the current time period, the operating status information of the variable-wing aircraft in the current time period can be determined based on the obtained full aerodynamic model of the variable-wing aircraft in the current time period.

[0139] For example, the first aerodynamic force and first aerodynamic torque output by the aerodynamic model of the aircraft body for the current time period can be calculated by a multibody dynamics model to obtain information such as displacement, velocity, angle, and angular velocity along the three coordinate axes in the body coordinate system of the aircraft body for the current time period. Then, the information output by the multibody dynamics model is input into the data processing module, which will calculate information such as the angle of attack, sideslip angle, and airspeed of the aircraft body for the current period, thereby determining the first state information of the complete aircraft body for the current time period.

[0140] Similarly, the second aerodynamic force, second aerodynamic torque, and third aerodynamic force output by the aerodynamic model of the variant part in the current time period can be input into the multibody dynamics model. The multibody dynamics model can output information such as displacement, velocity, angle, and angular velocity along the three coordinate axes in the body coordinate system of the wing of the variant part in the current time period. Then, the information output by the multibody dynamics model is input into the data processing module. The output processing module can calculate the angle of attack, displacement, and other information of the variant part, thereby determining the complete second state information of the variant part.

[0141] The above method will be briefly described below in conjunction with the overall framework of a variable-wing aircraft.

[0142] See Figure 6The diagram illustrates the information flow within a variable-wing aircraft provided in this application. It includes a main flight controller and a variator controller. The main flight controller controls the variable-wing aircraft to fly according to the desired attitude and flight path, outputting control information such as throttle commands, landing gear retraction / extension commands, and control surface deflection commands for the aircraft body. The variator controller controls the variator portion of the variable-wing aircraft to switch bidirectionally between monoplane and biplane configurations, outputting control surface deflection commands for the movable wing. First, the variator aerodynamic model can acquire the second state information of the previous time period, and the main aerodynamic model of the aircraft body (included in the aerodynamic system) can acquire the first state information of the previous time period. Through calculations as described above, the aerodynamic forces and moments of the variator portion, as well as the aerodynamic forces and moments of the aircraft body, can be calculated for the current time period. Then, the aerodynamic forces and moments of the main body are calculated by the 6DOF part of the multibody dynamics model to obtain the displacement, velocity, angle, and angular velocity along the three coordinate axes in the body coordinate system of the main body part in the current time period (i.e., part of the information in the first state information). The aerodynamic forces and moments of the variant part are calculated by the 4DOF part of the multibody dynamics model to obtain the displacement, velocity, angle, and angular velocity along the three coordinate axes in the movable wing body coordinate system of the variant part in the current time period (i.e., part of the information in the second state information). At the same time, information such as the left and right revolution angles and rotation angles obtained by the angle sensor is also included. Then, the information output by the multibody dynamics model is input into the data processing module. The data processing module calculates the angle of attack, sideslip angle, and airspeed of the main body part and the movable wing part in the current period of the aircraft. At the same time, it retains all the information output by the multibody dynamics model. The angle of attack and displacement information of the main body part constitute the first state information, and the angle of attack and displacement information of the variant part constitute the second state information. The first and second state information are then re-inputted to the main flight controller and the variant controller respectively for the calculation of the next time cycle, thus forming a closed loop of information flow in the simulation framework.

[0143] For a detailed description of the above steps, please refer to the above embodiment, and it will not be repeated here.

[0144] Corresponding to the aforementioned embodiments of the aerodynamic modeling method for variable-wing aircraft, this application also provides embodiments of an aerodynamic modeling apparatus for variable-wing aircraft.

[0145] Please refer to Figure 7The diagram shown is an architectural diagram of an aerodynamic modeling device for a variable-wing aircraft provided in an embodiment of this application. The variable-wing aircraft includes an aircraft body, a movable wing, and a connecting rod. The movable wing and the connecting rod are movably connected by a first hinge, and the connecting rod is movably connected to the aircraft body by a second hinge. By changing the wing position and attitude of the movable wing through the connecting rod, the first hinge, and the second hinge, the configuration of the variable-wing aircraft can be changed.

[0146] The device includes:

[0147] The acquisition module 701 is used to acquire the working status information of the variable wing aircraft in the previous time period and the control surface deflection angle information in the current time period; the working status information includes first status information related to the aircraft body and second status information related to the movable wing and the connecting rod, the second status information including the revolution angle information representing the angle between the connecting rod and the fixed wing of the aircraft body;

[0148] The first determining module 702 is used to determine the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the operating status information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, by means of aerodynamic modeling equations constructed for the variable-wing aircraft; wherein, the aerodynamic modeling equations are used to characterize the force influence of the revolution angle and the control surface deflection angle on the variable-wing aircraft;

[0149] The second determining module 703 is used to determine the operating status information of the variable wing aircraft in the current time period based on the full aerodynamic model of the variable wing aircraft in the current time period.

[0150] In one possible implementation, the full-aircraft aerodynamic model includes a first sub-aerodynamic model corresponding to the aircraft body, a second sub-aerodynamic model corresponding to the movable wing, and a third sub-aerodynamic model corresponding to the connecting rod;

[0151] The aerodynamic modeling equations include a first aerodynamic modeling equation for the aircraft body, a second aerodynamic modeling equation for the movable wing, and a third aerodynamic modeling equation for the connecting rod.

[0152] In one possible implementation, the first determining module 702, when determining the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the operating state information of the variable-wing aircraft in the previous time period and the control surface deflection angle information of the variable-wing aircraft in the current time period, through the aerodynamic modeling equations constructed for the variable-wing aircraft, is used to:

[0153] Based on the first aerodynamic modeling equation, the first aerodynamic force and the first aerodynamic torque of the aircraft body in the current time period are determined according to the first state information of the variable wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable wing aircraft in the current time period, so as to obtain the first sub-aerodynamic model.

[0154] Based on the second aerodynamic modeling equation, the second aerodynamic force and second aerodynamic moment of the movable wing in the current time period are determined according to the second state information of the variable wing aircraft in the previous time period and the control surface deflection angle information of the variable wing aircraft in the current time period, so as to obtain the second sub-aerodynamic model.

[0155] Based on the revolution angle information of the variable wing aircraft in the previous time period, the third aerodynamic force of the connecting rod in the current time period is determined by the third aerodynamic modeling equation to obtain the third sub-aerodynamic model.

[0156] Based on the first aerodynamic force, the second aerodynamic force, and the third aerodynamic force, the target aerodynamic force of the variable-wing aircraft in the current time period is determined, and based on the first aerodynamic moment and the second aerodynamic moment, the target aerodynamic moment of the variable-wing aircraft in the current time period is determined.

[0157] Based on the target aerodynamic force and target aerodynamic moment of the variable-wing aircraft in the current time period, the full aerodynamic model of the variable-wing aircraft in the current time period is obtained.

[0158] In one possible implementation, the first determining module 702, when determining the first aerodynamic force and first aerodynamic torque of the aircraft body in the current time period based on the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period using the first aerodynamic modeling equation, is used to:

[0159] Substitute the first state information of the variable-wing aircraft in the previous time period, the revolution angle information, and the control surface deflection angle information of the variable-wing aircraft in the current time period into the first aerodynamic modeling equation, and perform the following operations:

[0160] Based on the first state information, the first aerodynamic derivative of the aircraft body in the current working state is determined;

[0161] Based on the first aerodynamic derivative, the revolution angle information, and the control surface deflection angle information of the variable wing aircraft in the current time period, the first aerodynamic coefficient of the aircraft body is determined;

[0162] The first aerodynamic force and the first aerodynamic torque of the aircraft body in the current time period are determined based on the first aerodynamic coefficient.

[0163] In one possible implementation, the control surface deflection angle information of the variable-wing aircraft in the current time period includes first angle information characterizing the control surface deflection angle of the left movable wing in the current time period, and second angle information characterizing the control surface deflection angle of the right movable wing in the current time period; the revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the second aerodynamic force of the movable wing in the current time period includes a first sub-aerodynamic force of the left movable wing and a second sub-aerodynamic force of the right movable wing in the current time period, and the second aerodynamic moment of the movable wing in the current time period includes a first sub-aerodynamic moment of the left movable wing and a second sub-aerodynamic moment of the right movable wing in the current time period; the second sub-aerodynamic model includes an aerodynamic model of the left movable wing and an aerodynamic model of the right movable wing; the second aerodynamic modeling equation includes a left wing modeling equation corresponding to the left movable wing and a right wing modeling equation corresponding to the right movable wing.

[0164] The first determining module 702, when determining the second aerodynamic force and second aerodynamic moment of the movable wing in the current time period based on the second state information of the variable wing aircraft in the previous time period and the control surface deflection angle information of the variable wing aircraft in the current time period through the second aerodynamic modeling equation, to obtain the second sub-aerodynamic model, is used for:

[0165] Based on the second state information and the first angle information of the variable-wing aircraft in the previous time period, using the modeling equations of the left wing, the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period are determined to obtain the aerodynamic model of the left movable wing; and,

[0166] Based on the second state information and second angle information of the variable wing aircraft in the previous time period, the second sub-aerodynamic force and second sub-aerodynamic moment of the right movable wing in the current time period are determined by the modeling equation of the right wing, so as to obtain the aerodynamic model of the right movable wing.

[0167] In one possible implementation, the revolution angle information includes a first revolution angle on the left and a second revolution angle on the right; the third aerodynamic force of the connecting rod in the current time period includes a first resistance of the left connecting rod in the current time period and a second resistance of the right connecting rod in the current time period.

[0168] The first determining module 702, when determining the third aerodynamic force of the connecting rod in the current time period based on the revolution angle information of the variable-wing aircraft in the previous time period using the third aerodynamic modeling equation, is used to:

[0169] For any one of the first and second revolution angles, substitute that revolution angle into the third aerodynamic modeling equation and perform the following operation:

[0170] The maximum drag coefficient of the connecting rod corresponding to this revolution angle is determined based on computational fluid dynamics (CFD).

[0171] Determine the drag correction factor after the connecting rod is blocked by the movable wing at this revolution angle;

[0172] Based on the maximum resistance coefficient and the resistance correction coefficient, the resistance of the connecting rod corresponding to the revolution angle in the current time period is determined.

[0173] In one possible implementation, the first state information includes the displacement, velocity, angle, and angular velocity of the aircraft body along three coordinate axes in the body coordinate system, as well as the airspeed, angle of attack, and sideslip angle of the aircraft body.

[0174] The second state information also includes: the displacement, velocity, angle, and angular velocity of the movable wing along three coordinate axes in the body coordinate system, as well as the airspeed, angle of attack, and sideslip angle of the movable wing.

[0175] The specific implementation process of the functions and roles of each unit in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0176] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this application according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0177] This application also provides a computer-readable storage medium storing a computer program that can be used to execute the aerodynamic modeling method for a variable-wing aircraft described in the above embodiments.

[0178] This application also provides a computer device, see [link to relevant documentation] Figure 8The diagram shown illustrates the structure of the computer device provided in this application. At the hardware level, the electronic device includes a processor, an internal bus, a network interface, memory, and non-volatile memory, and may also include other hardware required for various operations. The processor reads the corresponding computer program from the non-volatile memory into the memory and then runs it to implement the aerodynamic modeling method for the variable-wing aircraft described in the above embodiments. Of course, besides software implementation, this specification does not exclude other implementation methods, such as logic devices or a combination of hardware and software. In other words, the execution entity of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0179] The embodiments of the subject matter and functional operation described in this specification can be implemented in the following ways: digital electronic circuits, tangibly embodied computer software or firmware, computer hardware including the structures disclosed in this specification and their structural equivalents, or combinations thereof. Embodiments of the subject matter described in this specification can be implemented as one or more computer programs, i.e., one or more modules of computer program instructions encoded on a tangible, non-transitory program carrier for execution by a data processing apparatus or for controlling the operation of a data processing apparatus. Alternatively or additionally, the program instructions may be encoded on artificially generated propagation signals, such as machine-generated electrical, optical, or electromagnetic signals, which are generated to encode information and transmit it to a suitable receiving device for execution by the data processing apparatus. The computer storage medium may be a machine-readable storage device, a machine-readable storage substrate, a random or serial access memory device, or combinations thereof.

[0180] The processing and logic flow described in this specification can be executed by one or more programmable computers that execute one or more computer programs to perform corresponding functions by operating on input data and generating output. The processing and logic flow can also be executed by dedicated logic circuitry—such as FPGAs (Field-Programmable Gate Arrays) or ASICs (Application-Specific Integrated Circuits), and the device can also be implemented as dedicated logic circuitry.

[0181] Suitable computers for executing computer programs include, for example, general-purpose and / or special-purpose microprocessors, or any other type of central processing unit. Typically, the central processing unit receives instructions and data from read-only memory and / or random access memory. The basic components of a computer include a central processing unit for implementing or executing instructions and one or more memory devices for storing instructions and data. Typically, a computer will also include one or more mass storage devices for storing data, such as disks, magneto-optical disks, or optical disks, or the computer will be operatively coupled to such mass storage devices to receive data from or transfer data to them, or both. However, a computer is not required to have such devices. Furthermore, a computer can be embedded in another device, such as a mobile phone, a personal digital assistant (PDA), a mobile audio or video player, a game console, a global positioning system (GPS) receiver, or a portable storage device such as a universal serial bus (USB) flash drive, to name a few.

[0182] Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, such as semiconductor memory devices (e.g., EPROM, EEPROM, and flash memory devices), magnetic disks (e.g., internal hard disks or removable disks), magneto-optical disks, and CD-ROM and DVD-ROM disks. Processors and memory may be supplemented by or incorporated into dedicated logic circuitry.

[0183] While this specification contains numerous specific implementation details, these should not be construed as limiting the scope of any invention or the scope of the claims, but rather are primarily intended to describe features of specific embodiments of a particular invention. Certain features described in the various embodiments herein may also be implemented in combination in a single embodiment. Conversely, various features described in a single embodiment may also be implemented separately in various embodiments or in any suitable sub-combination. Furthermore, while features may function in certain combinations as described above and even initially claimed in this way, one or more features from a claimed combination may be removed from that combination in some cases, and a claimed combination may refer to a sub-combination or a variation thereof.

[0184] Similarly, although the operations are depicted in a specific order in the accompanying drawings, this should not be construed as requiring these operations to be performed in the specific order shown or sequentially, or requiring all illustrated operations to be performed to achieve the desired result. In some cases, multitasking and parallel processing may be advantageous. Furthermore, the separation of various system modules and components in the above embodiments should not be construed as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or packaged into multiple software products.

[0185] Thus, specific embodiments of the subject matter have been described. Other embodiments are within the scope of the appended claims. In some cases, the actions recited in the claims may be performed in a different order and still achieve the desired result. Furthermore, the processes depicted in the drawings are not necessarily shown in a specific order or sequence to achieve the desired result. In some implementations, multitasking and parallel processing may be advantageous.

[0186] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method of modeling an aerodynamic model of a variable wing aircraft, the method comprising: The variable-wing aircraft comprises an aircraft body, a movable wing, and a connecting rod, the movable wing and the connecting rod are movably connected through a first hinge, the connecting rod and the aircraft body are movably connected through a second hinge, the wing position and attitude of the movable wing are changed through the connecting rod, the first hinge and the second hinge, and the configuration mode of the variable-wing aircraft is changed accordingly; The method comprises: acquiring the working state information of the variable-wing aircraft in a previous time period and the rudder deflection angle information of the variable-wing aircraft in a current time period; the working state information comprises first state information related to the aircraft body and second state information related to the movable wing and the connecting rod, and the second state information comprises revolution angle information representing the included angle between the connecting rod and the fixed wing of the aircraft body; determining the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the working state information of the variable-wing aircraft in the previous time period and the rudder deflection angle information of the variable-wing aircraft in the current time period through the aerodynamic modeling equation constructed for the variable-wing aircraft; wherein the aerodynamic modeling equation is used to represent the influence of the revolution angle and the rudder deflection angle on the force of the variable-wing aircraft; determining the working state information of the variable-wing aircraft in the current time period based on the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period.

2. The method of claim 1, wherein, The full-aircraft aerodynamic model comprises a first sub-aerodynamic model corresponding to the aircraft body, a second sub-aerodynamic model corresponding to the movable wing, and a third sub-aerodynamic model corresponding to the connecting rod; The aerodynamic modeling equation comprises a first aerodynamic modeling equation constructed for the aircraft body, a second aerodynamic modeling equation constructed for the movable wing, and a third aerodynamic modeling equation constructed for the connecting rod.

3. The method of claim 2, wherein, The determination of the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period based on the working state information of the variable-wing aircraft in the previous time period and the rudder deflection angle information of the variable-wing aircraft in the current time period through the aerodynamic modeling equation constructed for the variable-wing aircraft comprises: determining the first aerodynamic force and the first aerodynamic moment of the aircraft body in the current time period based on the first state information of the variable-wing aircraft in the previous time period, the revolution angle information and the rudder deflection angle information of the variable-wing aircraft in the current time period through the first aerodynamic modeling equation, so as to obtain the first sub-aerodynamic model; determining the second aerodynamic force and the second aerodynamic moment of the movable wing in the current time period based on the second state information of the variable-wing aircraft in the previous time period and the rudder deflection angle information of the variable-wing aircraft in the current time period through the second aerodynamic modeling equation, so as to obtain the second sub-aerodynamic model; determining the third aerodynamic force of the connecting rod in the current time period based on the revolution angle information of the variable-wing aircraft in the previous time period through the third aerodynamic modeling equation, so as to obtain the third sub-aerodynamic model; determining a target aerodynamic force of the variable-wing aircraft at a current time period based on the first aerodynamic force, the second aerodynamic force and the third aerodynamic force, and determining a target aerodynamic moment of the variable-wing aircraft at the current time period based on the first aerodynamic moment and the second aerodynamic moment; obtaining a full-machine aerodynamic model of the variable-wing aircraft at the current time period based on the target aerodynamic force and the target aerodynamic moment of the variable-wing aircraft at the current time period.

4. The method of claim 3, wherein, determining the first aerodynamic force and the first aerodynamic moment of the aircraft body at the current time period based on the first state information of the variable-wing aircraft at a previous time period, the revolution angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period through the first aerodynamic modeling equation, comprises: substituting the first state information of the variable-wing aircraft at the previous time period, the revolution angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period into the first aerodynamic modeling equation to perform the following operations: determining a first aerodynamic derivative of the aircraft body at a current working state based on the first state information; determining a first aerodynamic coefficient of the aircraft body based on the first aerodynamic derivative, the revolution angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period; determining the first aerodynamic force and the first aerodynamic moment of the aircraft body at the current time period based on the first aerodynamic coefficient.

5. The method of claim 3, wherein, The rudder deflection angle information of the variable-wing aircraft at the current time period comprises first angle information for representing a rudder deflection angle of a left movable wing at the current time period and second angle information for representing a rudder deflection angle of a right movable wing at the current time period; the revolution angle information comprises a first revolution angle on the left side and a second revolution angle on the right side; the second aerodynamic force of the movable wing at the current time period comprises a first sub-aerodynamic force of the left movable wing at the current time period and a second sub-aerodynamic force of the right movable wing at the current time period, and the second aerodynamic moment of the movable wing at the current time period comprises a first sub-aerodynamic moment of the left movable wing at the current time period and a second sub-aerodynamic moment of the right movable wing at the current time period; the second sub-aerodynamic model comprises a left movable wing aerodynamic model and a right movable wing aerodynamic model; the second aerodynamic modeling equation comprises a left wing modeling equation corresponding to the left movable wing and a right wing modeling equation corresponding to the right movable wing; determining the second aerodynamic force and the second aerodynamic moment of the movable wing at the current time period based on the second state information of the variable-wing aircraft at the previous time period and the rudder deflection angle information of the variable-wing aircraft at the current time period through the second aerodynamic modeling equation to obtain the second sub-aerodynamic model, comprises: determining, by the left wing modeling equation, the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period based on the second state information of the variable-wing aircraft in the previous time period and the first angle information, to obtain the left movable wing aerodynamic model; and determining, by the right wing modeling equation, the second sub-aerodynamic force and the second sub-aerodynamic moment of the right movable wing in the current time period based on the second state information of the variable-wing aircraft in the previous time period and the second angle information, to obtain the right movable wing aerodynamic model.

6. The method of claim 3, wherein, The revolution angle information includes a first revolution angle on the left side and a second revolution angle on the right side; and the third aerodynamic force of the connecting rod in the current time period includes a first drag of the left connecting rod in the current time period and a second drag of the right connecting rod in the current time period. The determining, by the third aerodynamic modeling equation, the third aerodynamic force of the connecting rod in the current time period based on the revolution angle information of the variable-wing aircraft in the previous time period includes: For any revolution angle in the first revolution angle and the second revolution angle, the revolution angle is substituted into the third aerodynamic modeling equation to perform the following operations: determining a maximum drag coefficient of the connecting rod corresponding to the revolution angle based on computational fluid dynamics (CFD); determining a drag correction coefficient of the connecting rod after being shielded by the movable wing under the revolution angle; determining the drag of the connecting rod in the current time period corresponding to the revolution angle based on the maximum drag coefficient and the drag correction coefficient.

7. The method of claim 3, wherein, The first state information includes displacement, velocity, angle, angular velocity of the aircraft body along three coordinate axes in the body coordinate system, and airspeed, angle of attack and sideslip angle of the aircraft body. The second state information further includes displacement, velocity, angle, angular velocity of the movable wing along three coordinate axes in the body coordinate system, and airspeed, angle of attack and sideslip angle of the movable wing.

8. An apparatus for modeling an aerodynamic model of a variable wing aircraft, the apparatus comprising: The variable-wing aircraft includes an aircraft body, a movable wing and a connecting rod, the movable wing and the connecting rod are connected through a first hinge, the connecting rod and the aircraft body are connected through a second hinge, the wing position and attitude of the movable wing are changed through the connecting rod, the first hinge and the second hinge, and the configuration of the variable-wing aircraft is changed. The device includes: an acquisition module configured to acquire working state information of the variable-wing aircraft in a previous time period and rudder deflection angle information in a current time period; the working state information includes first state information related to the aircraft body and second state information related to the movable wing and the connecting rod, and the second state information includes revolution angle information representing an included angle between the connecting rod and the fixed wing of the aircraft body; The first determining module is configured to determine, based on the working state information of the variable-wing aircraft in a previous time period and the rudder deflection angle information of the variable-wing aircraft in a current time period, a full-machine aerodynamic model of the variable-wing aircraft in the current time period by using an aerodynamic modeling equation constructed for the variable-wing aircraft, wherein the aerodynamic modeling equation is used to represent the influence of the revolution angle and the rudder deflection angle on the force of the variable-wing aircraft; The second determining module is configured to determine, based on the full-machine aerodynamic model of the variable-wing aircraft in the current time period, the working state information of the variable-wing aircraft in the current time period.

9. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program, when executed by a processor, implements the steps of the method of any one of claims 1-7.

10. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor, when executing the program, implements the steps of the method of any one of claims 1-7.

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