A method and apparatus for modeling an aerodynamic model of a variable wing aircraft

Abstract

The application provides a variable-wing aircraft aerodynamic model modeling method and device, the method comprising: obtaining working state information of a variable-wing aircraft in a previous time period and rudder 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 rudder deflection angle information of the variable-wing aircraft in the current time period, determining a full-machine 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 aerodynamic modeling equation is used to represent the influence of an orbit angle and a rudder deflection angle on the force of the variable-wing aircraft; and based on the full-machine aerodynamic model of the variable-wing aircraft in the current time period, determining the working state information of the variable-wing aircraft in the current time period.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a method and device for modeling an aerodynamic model of a variable-wing aircraft. BACKGROUND

[0002] The existing large-aspect-ratio aircraft is often used to perform long-haul tasks based on the advantage of the wing aspect ratio of the aircraft itself. However, due to the large wingspan, the aircraft is extremely susceptible to the troposphere and adverse weather, which may cause the aircraft to malfunction or even crash, especially during the take-off and landing stages of the aircraft. At the same time, due to the large wingspan of the large-aspect-ratio aircraft, higher requirements are placed on the airport runway, further limiting the portability of the large-aspect-ratio aircraft.

[0003] In order to improve the above problems, the prior art proposes a variable-wing aircraft. The variable-wing aircraft has three forms, namely a single-wing form with a large aspect ratio, a double-wing form with upper and lower wings, and a variable-wing form between the single-wing form and the double-wing form. The aircraft adopts the double-wing form during the take-off and landing stages, thereby reducing the wing span of the aircraft, enhancing the resistance to the troposphere and adverse weather, and reducing the width requirement of the airport runway. When the variable-wing aircraft is in the variable-wing form, how to reliably, safely and stably complete the switching between the single-wing form and the double-wing form is an important technical problem of the aircraft. Directly performing related experiments in the air may bring great safety hazards, so the variable-body simulation verification work must be performed in advance before the flight test during the design of the aircraft. Since the driving force of the variable body of the variable-wing aircraft is derived from the rudder surface of the deflected movable wing, the lift of the movable wing and the rolling aerodynamic moment change, how to obtain accurate aerodynamic force and aerodynamic moment during the variable body process of the variable-wing aircraft to perform motion simulation of the variable-wing aircraft becomes a problem to be solved. SUMMARY

[0004] Therefore, the present application provides a method and device for modeling an aerodynamic model of a variable-wing aircraft.

[0005] In a first aspect, the present application provides a method for modeling an aerodynamic model of 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 connected by a first hinge. The connecting rod and the aircraft body are connected 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 form of the variable-wing aircraft.

[0006] The method includes:

[0007] acquire working state information of the variable-wing aircraft in a previous time period and rudder deflection angle information of the variable-wing aircraft 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;

[0008] determine, 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, a full-aircraft aerodynamic model of the variable-wing aircraft in the current time period by using an aerodynamic modeling equation constructed for the variable-wing aircraft; the aerodynamic modeling equation is used to represent an influence of the revolution angle and the rudder deflection angle on a force acting on the variable-wing aircraft;

[0009] determine, based on the full-aircraft 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.

[0010] In a 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 equation includes 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.

[0012] In a possible implementation, the determining, 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, the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period by using the aerodynamic modeling equation constructed for the variable-wing aircraft includes:

[0013] determining, by using the first aerodynamic modeling equation, a first aerodynamic force and a 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, to obtain the first sub-aerodynamic model;

[0014] determining, by using the second aerodynamic modeling equation, a second aerodynamic force and a 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, to obtain the second sub-aerodynamic model;

[0015] determining, by the third aerodynamic modeling equation, a third aerodynamic force of the connecting rod at a current time period based on the orbit angle information of the variable-wing aircraft at a previous time period, to obtain the third sub-aerodynamic model;

[0016] determining a target aerodynamic force of the variable-wing aircraft at the 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;

[0017] 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.

[0018] In a possible implementation, the determining, by the first aerodynamic modeling equation, 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 the previous time period, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period comprises:

[0019] substituting the first state information of the variable-wing aircraft at the previous time period, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period into the first aerodynamic modeling equation, and performing the following operations:

[0020] determining a first aerodynamic derivative of the aircraft body at the current working state based on the first state information;

[0021] determining a first aerodynamic coefficient of the aircraft body based on the first aerodynamic derivative, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft at the current time period;

[0022] 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.

[0023] In a possible implementation, the rudder deflection angle information of the variable-wing aircraft at the current time period includes first angle information for representing a rudder deflection angle of the left movable wing at the current time period and second angle information for representing a rudder deflection angle of the right movable wing at the current time period; the revolution angle information includes 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 includes 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 includes 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 includes a left movable wing aerodynamic model and a right movable wing aerodynamic model; and 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 determining, by the second aerodynamic modeling equation, 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 to obtain the second sub-aerodynamic model includes:

[0025] The determining, by the left wing modeling equation, the first sub-aerodynamic force and the first sub-aerodynamic moment of the left 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 first angle information to obtain the left movable wing aerodynamic model; and

[0026] The determining, by the right wing modeling equation, the second sub-aerodynamic force and the second sub-aerodynamic moment of the right 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 second angle information to obtain the right movable wing aerodynamic model.

[0027] In a possible implementation, 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 at the current time period includes a first drag of the left connecting rod at the current time period and a second drag of the right connecting rod at the current time period.

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

[0029] 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, and the following operations are performed:

[0030] determine a maximum drag coefficient of the connecting rod corresponding to the orbit angle based on computational fluid dynamics (CFD);

[0031] determine a drag correction coefficient of the connecting rod after being blocked by the movable wing at the orbit angle;

[0032] determine a drag of the connecting rod corresponding to the orbit angle in the current time period based on the maximum drag coefficient and the drag correction coefficient.

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

[0034] 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.

[0035] In a second aspect, the present application further provides an aerodynamic model modeling device of a variable-wing aircraft, the variable-wing aircraft comprising an aircraft body, a movable wing and a connecting rod, the movable wing and the connecting rod being movably connected through a first hinge, the connecting rod and the aircraft body being movably connected through a second hinge, the wing position and attitude of the movable wing being changed through the connecting rod, the first hinge and the second hinge, so as to change the configuration of the variable-wing aircraft.

[0036] The device comprises:

[0037] An acquisition module, configured to acquire working state information of the variable-wing aircraft in a previous time period and 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 orbit angle information representing an included angle between the connecting rod and a fixed wing of the aircraft body;

[0038] A first determination module, configured to determine an aerodynamic model of the whole variable-wing aircraft in the current time period by means of an aerodynamic modeling equation constructed for the variable-wing aircraft 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; wherein the aerodynamic modeling equation is used to represent the influence of the orbit angle and the rudder deflection angle on the force of the variable-wing aircraft;

[0039] The second determining module is configured to determine the working state information of the variable-wing aircraft in the current time period based on the full-airframe aerodynamic model of the variable-wing aircraft in the current time period.

[0040] In a third aspect, the present application provides a computer readable storage medium, which stores a computer program. The program, when executed by a processor, implements the steps of the method according to the first aspect or any possible implementation manner of the first aspect.

[0041] In a fourth aspect, the present application provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor, when executing the program, implements the steps of the method according to the first aspect or any possible implementation manner of the first aspect.

[0042] In the aerodynamic model modeling method and device of the variable-wing aircraft provided in the present application, after 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 are obtained, the full-airframe aerodynamic model of the variable-wing aircraft in the current time period can be determined based on the aerodynamic modeling equation of the variable-wing aircraft, 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, so that the force analysis of the variable-wing aircraft in the current working state information can be completed. Further, the working state information of the variable-wing aircraft in the current time period can be determined based on the full-airframe aerodynamic model of the variable-wing aircraft in the current time period. In this way, the aerodynamic model modeling of the variable-wing aircraft in different time periods can be provided to calculate the aerodynamic force and the aerodynamic moment of the active wing variant to different positions, and the force analysis of the variable-wing aircraft in the variant process can be realized. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 is a structural diagram of a variable-wing aircraft according to an example embodiment of the present application;

[0044] Figure 2 is a schematic diagram of different configurations of a variable-wing aircraft according to an example embodiment of the present application;

[0045] Figure 3 is a flowchart of an aerodynamic model modeling method of a variable-wing aircraft according to an example embodiment of the present application;

[0046] Figure 4 is a rudder surface schematic diagram of a variable-wing aircraft according to an example embodiment of the present application;

[0047] Figure 5 is a display schematic diagram of a connecting rod according to an example embodiment of the present application;

[0048] Figure 6 is a schematic diagram of information flow in a variable wing aircraft according to an example embodiment of the present application;

[0049] Figure 7 is a schematic diagram of an architecture of a computational device according to an example embodiment of the present application.

[0050] Figure 8 is a schematic diagram of an architecture of a computational device according to an example embodiment of the present application. DETAILED DESCRIPTION

[0051] The example embodiments will be described in detail in this disclosure with reference to the drawings. Whenever the shapes, relative arrangements, numerical values and other technical features described herein are defined, the scope of the present application is not limited only to the specific description but also encompasses any modification based on technical equivalence within the scope of the present application. The following description is presented to enable any person skilled in the art to make and use the application. Descriptions of specific devices and applications are provided only as examples. Any and all variations which do not depart from the scope of the present application are within the scope of the present application.

[0052] The terminology used in the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0053] It is to be understood that the terms first, second, third, etc. can be adopted herein only to differentiate among different information, which should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, the first information can also be referred to as the second information, and similarly, the second information can also be referred to as the first information, without departing from the scope of the present application. Depending on the context, the word "if' as used herein can be interpreted as meaning "when" or "upon determination" or "in response to a determination".

[0054] The method provided by the present application is applied to a variable wing aircraft, the structural diagram of which is shown in Figure 1 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, a fuselage, a wing platform, a ventral fin, and a delta "▽" tail.

[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, obtaining working state information of the variable wing aircraft in a previous time period and 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 an included angle between the connecting rod and the fixed wing of the aircraft body.

[0060] S302, determining a full machine aerodynamic model of the variable wing aircraft in the current time period by means of an aerodynamic modeling equation constructed for the variable wing aircraft 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; wherein the aerodynamic modeling equation is used to characterize the influence of the revolution angle and the rudder deflection angle on the force of the variable wing aircraft.

[0061] S303, determining the working state information of the variable wing aircraft in the current time period based on the full machine aerodynamic model of the variable wing aircraft in the current time period.

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

[0063] For S301,

[0064] The working state information can be used to represent the working state of the variable wing aircraft in the previous time period. Optionally, the working state information can include first state information related to the aircraft body and second state information related to the movable wing and the connecting rod. The movable wing and the connecting rod can be referred to as variable parts.

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

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

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

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

[0069] The rudder deflection angle information can be the rudder deflection angle expected by the controller of the variable-wing aircraft in the current time period, and the rudder deflection angle information can include the deflection angles of a plurality of rudders, such as the first angle information for characterizing the rudder deflection angle of the movable wing, the second angle information for characterizing the rudder deflection angle of the right movable wing, and the rudder deflection angle information of the rudders of the aircraft body; the plurality of rudders are exemplarily as Figure 4 as shown, Figure 4 As shown, the right half of the variable-wing aircraft is shown, A and B rudders are the rudder of the flaps and ailerons on the fixed wings of the aircraft body, C, D, and E rudders are the rudders of the ailerons on the movable wings, F and G rudders are the rudders of the elevators on the aircraft body, and H rudder is the rudder of the rudder on the aircraft body. It should be noted that the rudder deflection angle information can include the deflection angles of the A and B rudders on the left and right fixed wings of the aircraft body, and the deflection angles of the C, D, and E rudders on the ailerons of the left and right movable wings.

[0070] For S302 and S303,

[0071] In a possible implementation, different components of the variable-wing aircraft can be modeled respectively, for example, the full-aircraft aerodynamic model can 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. The above aerodynamic model can be understood as a mathematical model, which will be described below.

[0072] Optionally, the aerodynamic modeling equation includes 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.

[0073] 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, the full-aircraft aerodynamic model of the variable-wing aircraft in the current time period is determined by the aerodynamic modeling equation constructed for the variable-wing aircraft, which can be determined by the following steps:

[0074] Step a1, 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, to obtain the first sub-aerodynamic model;

[0075] Step a2, 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, to obtain the second sub-aerodynamic model;

[0076] Step a3, 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, to obtain the third sub-aerodynamic model;

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

[0078] Step a5, obtaining the full machine aerodynamic model of the variable wing aircraft in the current time period based on the target aerodynamic force and the target aerodynamic moment of the variable wing aircraft in the current time period.

[0079] Wherein, the execution of steps a1-a3 is not in order. The aerodynamic modeling equation describes the process of how to calculate the aerodynamic force and the aerodynamic moment. The aerodynamic modeling equation can include multiple equations. The process of substituting independent variables (i.e. working state information and rudder deflection angle information) into the aerodynamic modeling equation to calculate the aerodynamic force and the aerodynamic moment can be understood as the process of constructing the aerodynamic model. After the aerodynamic force and the aerodynamic moment are calculated, it can be considered that the aerodynamic model is constructed.

[0080] Optionally, in step a1, when 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, 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 can be substituted into the first aerodynamic modeling equation to perform the following operations:

[0081] determine a first aerodynamic coefficient of the aircraft body based on the first aerodynamic derivative, the orbit angle information and the rudder deflection angle information; determine the first aerodynamic force and the first aerodynamic moment based on the first aerodynamic coefficient.

[0082] The first aerodynamic coefficient includes a lift coefficient, a drag coefficient, a side force coefficient, a rolling aerodynamic moment coefficient, a pitching aerodynamic moment coefficient and a yawing aerodynamic moment coefficient of the aircraft body. The first aerodynamic derivative is used to represent a mapping relationship between the first aerodynamic coefficient of the aircraft body and the orbit angle information and the rudder 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 by the following formula (1):

[0084]

[0085] wherein C D_fix , C L_fix , C Y_fix , C l_fix , C m_fix and C n_fix are the lift coefficient, the drag coefficient, the side force coefficient, the rolling aerodynamic moment coefficient, the pitching aerodynamic moment coefficient and the yawing aerodynamic moment coefficient of the aircraft body, i.e. the first aerodynamic coefficient; θ revo_R and θ revo_L are the orbit angles of the left and right movable wings; δ fix and δ fix are the angle of attack increment and the sideslip angle increment of the aircraft body; δ R , δ R represent the deflection angles of the A and B rudders of the right fixed wing of the aircraft body, δ L and δ L represent the deflection angles of the A and B rudders of the left fixed wing of the aircraft body, δ R represents the deflection angle of the elevator F rudder of the aircraft body, δ L represents the deflection angle of the right G rudder of the elevator of the aircraft body, δ R represents the deflection angle of the left G rudder of the elevator of the aircraft body, δ L represents the deflection angle of the right H rudder of the aircraft body, δ fix represents the deflection angle of the left H rudder of the aircraft body, δ fix, δr fix respectively represent the roll angle velocity increment, the pitch angle velocity increment and the yaw angle velocity increment of the aircraft body.

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

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

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

[0089] The value of each C represents a mapping relationship, for example, C Drevo_R represents the mapping relationship between θ revo_R and C D_fix , which reflects the influence of θ revo_R on C Drevo_R , C Dα represents the mapping relationship between δa fix and C D_fix , which reflects the influence of δa fix on C Drevo_R . 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. denote aerodynamic moment coefficients, including rolling, pitching and yawing aerodynamic moment coefficients. The first aerodynamic coefficients calculated by equation (1) are substituted into equation (2) to obtain the first aerodynamic force and the first aerodynamic moment.

[0097] The first aerodynamic force and the first aerodynamic moment can be described by the following equations:

[0098]

[0099] wherein, denotes the first aerodynamic force, denotes the first aerodynamic moment, L fix , D fix , Y fix denote the lift, drag and side force of the aircraft body, l fix , m fix , n fix denote the rolling, pitching and yawing aerodynamic moments of the aircraft body.

[0100] Optionally, in step a2, the variable-wing aircraft comprises left and right movable wings, and thus the calculation of the aerodynamic force and the aerodynamic moment of the left and right movable wings can be separated.

[0101] Specifically, the rudder deflection angle information of the variable-wing aircraft in the current time period includes first angle information for representing the rudder deflection angle of the left movable wing in the current time period and second angle information for representing the rudder deflection angle of the right movable wing in the current time period; the revolution angle information includes 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 in the current time period includes a first sub-aerodynamic force of the left movable wing in the current time period 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 in the current time period 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; and 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] In the process of determining the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period through the left wing modeling equation based on the second state information of the variable wing aircraft in the previous time period and the first angle information, the second state information of the variable wing aircraft in the previous time period and the first angle information can be substituted into the left wing modeling equation to determine the second aerodynamic derivative of the movable wing based on the second state information of the variable wing aircraft in the previous time period, and then determine the second aerodynamic coefficient of the left movable wing based on the second aerodynamic derivative, the first revolution angle in the second state information of the variable wing aircraft in the previous time period and the first angle information, and finally determine 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 aerodynamic coefficient.

[0103] In the process of determining the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period through the left wing modeling equation based on the second state information of the variable wing aircraft in the previous time period and the first angle information, and in the process of determining the second sub-aerodynamic force and the second sub-aerodynamic moment of the right movable wing in the current time period through the right wing modeling equation based on the second state information of the variable wing aircraft in the previous time period and the second angle information, the processes are 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, in the process of determining the first sub-aerodynamic force and the first sub-aerodynamic moment of the left movable wing in the current time period through the left wing modeling equation based on the second state information of the variable wing aircraft in the previous time period and the first angle information, the second state information of the variable wing aircraft in the previous time period and the first angle information can be substituted into the left wing modeling equation to determine the second aerodynamic derivative of the movable wing based on the second state information of the variable wing aircraft in the previous time period, and then determine the second aerodynamic coefficient of the left movable wing based on the second aerodynamic derivative, the first revolution angle in the second state information of the variable wing aircraft in the previous time period and the first angle information, and finally determine 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 aerodynamic coefficient.

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

[0106]

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

[0108] After the second aerodynamic coefficients are calculated based on the above formula, the calculated second aerodynamic coefficients can be substituted into the above formula (2), so that the first sub-aerodynamic force and the first sub-aerodynamic moment can be obtained.

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

[0110]

[0111] wherein, represents the first sub-aerodynamic force, L mov_L , D mov_L , Y mov_L represent the lift, the drag and the side force of the left movable wing, represents the first sub-aerodynamic moment, l mov_L , m mov_L , n mov_L represent the roll aerodynamic moment, the pitch aerodynamic moment and the 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_Rdenote lift, drag and side force of the right movable wing, denote the second sub-aerodynamic moment, l mov_R , m mov_R , n mov_R denote roll, pitch and yaw aerodynamic moments of the right movable wing.

[0120] In the step a3, the connecting rod also needs to be modeled and analyzed respectively, and only the drag effect of the connecting rod can be considered.

[0121] The revolution angle information includes a first revolution angle of a left side and a second revolution angle of a right side; 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 the third aerodynamic force of the connecting rod in the current time period is determined based on the revolution angle information through the third aerodynamic modeling equation, for any one of the first revolution angle and the second revolution angle, the revolution angle can be 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; and determining the drag of the connecting rod corresponding to the revolution angle in the current time period based on the maximum drag coefficient and the drag correction coefficient.

[0122] Specifically, as shown in Figure 5 illustrated, the connecting rod is completely buried in the lower surface of the movable wing when the variable wing aircraft is in a single wing mode, at which time the drag coefficient is considered to be 0, i.e., the connecting rod part does not provide additional drag; when the revolution angle is 90°, the connecting rod is completely exposed to the flow, at which time the drag coefficient is maximum. Therefore, the maximum drag coefficients of the left and right connecting rods completely exposed to the flow can be calculated through CFD, and are respectively defined as The correction coefficients of the left and right connecting rods shielded by the movable wing under different revolution angles are calculated through CFD and Then the drag coefficients are corrected through the correction coefficients. Wherein, θ represents the revolution angle, when θ = 0, it represents that the aircraft is in a single wing state, when θ = 90°, it represents that the aircraft is in a double wing state,

[0123] After the maximum drag coefficient is corrected based on the corrected drag coefficient, the drag coefficient of the connecting rod can be obtained, and then the drag of the connecting rod corresponding to the revolution angle can be determined based on the drag coefficient.

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

[0125]

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

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

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

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

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

[0131] wherein F rod_R represents the third aerodynamic force of the right connecting rod, D rod_R represents the drag of the right connecting rod, F rod_L represents the third aerodynamic force of the left connecting rod, D rod_L represents the drag of the left connecting rod.

[0132] In step a4, after the first aerodynamic force and the first aerodynamic moment, the second aerodynamic force and the second aerodynamic moment, and the third aerodynamic force are calculated, the sum of the first aerodynamic force, the second aerodynamic force and the third aerodynamic force is determined as the target aerodynamic force; the sum of the first aerodynamic moment and the second aerodynamic moment is determined as the target aerodynamic moment. Here, the target aerodynamic force can be understood as the aerodynamic force of the entire variable wing aircraft, and the target aerodynamic moment can be understood as the aerodynamic moment of the entire variable wing aircraft.

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

[0134]

[0135] wherein, represents the target aerodynamic force, represents the target aerodynamic moment.

[0136] In the above embodiment, after the target aerodynamic force and the target aerodynamic moment are calculated, it can be considered that the full machine aerodynamic model of the variable wing aircraft at the current time period is obtained; because the working state information and the rudder deflection angle information are different at different time periods, the full machine aerodynamic model of the variable wing aircraft at different time periods can be different.

[0137] It should be noted that before the full machine aerodynamic model of the variable wing aircraft in the current time period is obtained, 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 a possible implementation, after the full machine aerodynamic model of the variable wing aircraft in the current time period is obtained, the working state information of the variable wing aircraft in the current time period can be determined based on the full machine aerodynamic model of the variable wing aircraft in the current time period.

[0139] For example, for the first aerodynamic force and the first aerodynamic moment of the current time period output by the aerodynamic model of the aircraft body, the displacement, velocity, angle, angular velocity and the like along the three coordinate axes in the body coordinate system of the body part in the current time period can be calculated through the multi-body dynamics model, and then the information output by the multi-body dynamics model is input to the data processing module, the data processing module calculates the angle of attack, the sideslip angle, the airspeed and the like of the aircraft body part in the current time period of the aircraft, so as to determine the first state information of the complete aircraft body in the current time period.

[0140] Similarly, for the second aerodynamic force, the second aerodynamic moment and the third aerodynamic force of the current time period output by the aerodynamic model of the aircraft variable part, they can be input to the multi-body dynamics model, and the multi-body dynamics model can output the displacement, velocity, angle, angular velocity and the like along the three coordinate axes in the body coordinate system of the variable part in the current time period, and then the information output by the multi-body dynamics model is input to the data processing module, and the output processing module can calculate the angle of attack, the displacement and the like of the variable part, so as to determine the second state information of the complete aircraft variable part.

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

[0142] Referring to Figure 6As shown, it is a schematic diagram of information flow in a variable wing aircraft provided by the present application, including a body flight controller of an aircraft body and a variant controller, the body flight controller is used to control the variable wing aircraft to fly according to the expected attitude, route, output control information such as throttle command, landing gear retraction command, rudder deflection command of the aircraft body, and the variant controller is used to control the variable wing aircraft to switch between the single wing mode and the double wing mode, output rudder deflection command of the movable wing. First, the variant aerodynamic model can obtain the second state information of the previous time period, the body aerodynamic model (included in the aerodynamic system) of the body flight controller can obtain the first state information of the previous time period, after calculation by the above method, the aerodynamic force and the aerodynamic moment of the variant part and the aerodynamic force and the aerodynamic moment of the aircraft body can be calculated. Then the aerodynamic force and the aerodynamic moment of the body are calculated by the multi-body dynamics model 6DOF part to obtain the displacement, velocity, angle, angular velocity and other information along the three coordinate axes in the body coordinate system of the body part in the current time period (part of the information in the first state information), the aerodynamic force and the aerodynamic moment of the variant part are calculated by the multi-body dynamics model 4DOF part to obtain the displacement, velocity, angle, angular velocity and other information along the three coordinate axes in the movable wing body coordinate system of the variant part in the current time period (part of the information in the second state information), and the information such as the left and right revolution angle and the rotation angle obtained by the angle sensor. Then the information output by the multi-body dynamics model is input to the data processing module, the data processing module will calculate the angle of attack, sideslip angle, airspeed and other information of the aircraft body part and the angle of attack, sideslip angle, airspeed and other information of the movable wing part in the current period of the aircraft, while retaining all the information output by the multi-body dynamics model, the angle of attack, displacement and other information of the body part form the first state information, and the angle of attack, displacement and other information of the variant part form the second state information. The above first state information and second state information are re-input to the body flight controller and the variant controller respectively for calculation in the next time period, thereby forming the information flow closed loop of the simulation framework.

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

[0144] Corresponding to the above embodiment of the aerodynamic model modeling method of the variable wing aircraft, the present application also provides an embodiment of the aerodynamic model modeling device of the variable wing aircraft.

[0145] Please refer to Figure 7As shown, an architecture diagram of an aerodynamic model modeling device of a variable wing aircraft provided by an embodiment of the present application is provided, the variable wing aircraft comprising an aircraft body, a movable wing, and a connecting rod, the movable wing and the connecting rod being movably connected through a first hinge, the connecting rod and the aircraft body being movably connected through a second hinge, the wing position and attitude of the movable wing being changed through the connecting rod, the first hinge, and the second hinge, thereby changing the configuration mode of the variable wing aircraft;

[0146] The device comprises:

[0147] The acquisition module 701 is configured to acquire working state information of the variable wing aircraft in a previous time period and 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 an included angle between the connecting rod and the fixed wing of the aircraft body.

[0148] The first determination module 702 is configured to determine, 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, 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; 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.

[0149] The second determination module 703 is configured to determine, based on the full-aircraft 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.

[0150] In a possible implementation, 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.

[0151] 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.

[0152] In a possible implementation, the first determination module 702, when determining, 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, the full-aircraft aerodynamic model of the variable wing aircraft in the current time period through the aerodynamic modeling equation constructed for the variable wing aircraft, is configured to:

[0153] The first aerodynamic force and the first aerodynamic moment of the aircraft body in the current time period are determined based on the first state information of the variable-wing aircraft in the previous time period, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft in the current time period by the first aerodynamic modeling equation, so as to obtain the first sub-aerodynamic model.

[0154] The second aerodynamic force and the second aerodynamic moment of the movable wing in the current time period are determined 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 by the second aerodynamic modeling equation, so as to obtain the second sub-aerodynamic model.

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

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

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

[0158] In a possible implementation, the first determining module 702, when 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 orbit angle information and the rudder deflection angle information of the variable-wing aircraft in the current time period by the first aerodynamic modeling equation, is configured to:

[0159] The first state information of the variable-wing aircraft in the previous time period, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft in the current time period are substituted into the first aerodynamic modeling equation to perform the following operations:

[0160] The first aerodynamic derivative of the aircraft body in the current working state is determined based on the first state information.

[0161] The first aerodynamic coefficient of the aircraft body is determined based on the first aerodynamic derivative, the orbit angle information and the rudder deflection angle information of the variable-wing aircraft in the current time period.

[0162] determine the first aerodynamic force and the first aerodynamic moment of the aircraft body in the current time period based on the first aerodynamic coefficients.

[0163] In a possible implementation, the control surface deflection angle information of the variable-wing aircraft in the current time period includes first angle information for representing a control surface deflection angle of the left movable wing in the current time period, and second angle information for representing a 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 side and a second revolution angle on the right side; the second aerodynamic force of the movable wing in the current time period includes a first sub-aerodynamic force of the left movable wing in the current time period 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 in the current time period 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; and 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 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 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 configured to:

[0165] determine 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 through the left wing modeling equation to obtain the left movable wing aerodynamic model; and

[0166] determine 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 through the right wing modeling equation to obtain the right movable wing aerodynamic model.

[0167] In a possible implementation, the revolution angle information includes a first revolution angle on the left side and a second revolution angle on the right side; 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.

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

[0169] For any one of the first orbital angle and the second orbital angle, the orbital angle is substituted into the third aerodynamic modeling equation, and the following operations are performed:

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

[0171] The drag correction coefficient of the connecting rod after being shielded by the movable wing under the orbital angle is determined.

[0172] The drag of the connecting rod corresponding to the orbital angle in the current time period is determined based on the maximum drag coefficient and the drag correction coefficient.

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

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

[0175] The implementation process of the functions and roles of each unit in the above device is specifically described in the implementation process of the corresponding steps in the above method, which will not be repeated here.

[0176] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts are described in the method embodiment. The device embodiments described above are only schematic, and the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., they can be located in one place, or distributed on multiple network units. According to actual needs, some or all of the modules can be selected to achieve the purpose of the scheme of the present application. Those skilled in the art can understand and implement it without creative labor.

[0177] The present application also provides a computer readable storage medium, which stores a computer program, and the computer program can be used to execute the aerodynamic modeling method of the variable-wing aircraft described in the above embodiments.

[0178] The present application also provides a computer device, which is shown in Figure 8As shown in the structural schematic diagram of the computer device provided in this application, at the hardware level, the electronic device includes a processor, an internal bus, a network interface, a memory, and a non-volatile memory, and of course, other hardware required by the business. The processor reads the corresponding computer program from the non-volatile memory into the memory and then runs to implement the aerodynamic model modeling method of the variable-wing aircraft described in the above embodiments. Of course, in addition to the software implementation, the present specification does not exclude other implementation manners, such as logic devices or a combination of software and hardware, and the like, that is, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or a logic device.

[0179] Embodiments of the subject matter and the functional operations described in this specification can be implemented in digital electronic circuitry, in tangibly-embodied computer software or firmware, in computer hardware, including the structures disclosed in this specification and their structural equivalents, or in combinations of one or more of them. 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 to be executed by, or to control the operation of, data processing apparatus. Alternatively or additionally, the program instructions can be encoded on an artificially generated propagated signal, e.g., a machine-generated electrical, optical, or electromagnetic signal that is generated to encode information for transmission to suitable receiver apparatus for execution by a data processing apparatus. The computer storage medium can be a machine-readable storage device, a machine-readable storage substrate, a random or serial access memory device, or a combination of one or more of them.

[0180] The processes and logic flows described in this specification can be performed by one or more programmable computers executing one or more computer programs to perform actions by operating on input data and generating output. The processes and logic flows can also be performed by special purpose logic circuitry, e.g., an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit), and the apparatus can also be implemented as special purpose logic circuitry.

[0181] Computers suitable for the execution of a computer program include, by way of example, general and / or special purpose microprocessors, or any other kind of central processing unit. Generally, a central processing unit will receive instructions and data from a read-only memory and / or a random access memory. The essential elements of a computer are a central processing unit for performing or executing instructions and one or more memory devices for storing instructions and data. Generally, a computer will also include, or be operatively coupled to receive data from or transfer data to, or both, one or more mass storage devices for storing data, e.g., magnetic, magneto-optical disks, or optical disks. However, a computer need not have such devices. Moreover, a computer can be embedded in another device, e.g., a mobile telephone, 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 (e.g., a universal serial bus (USB) flash drive), to name just 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, including by way of example 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. The processor and the memory can be supplemented by, or incorporated in, special purpose logic circuitry.

[0183] While the specification contains many specifics, these should not be construed as limiting the scope of any invention or of any claim, but as merely providing illustrations of some of the embodiments of the inventions. Certain features that are, for clarity, described above in the context of separate embodiments, can also be provided in combination in a single embodiment. Conversely, various features that are, for brevity, described above in the context of a single embodiment, can also be provided separately or in any suitable subcombination. In addition, while features can be described above as being implemented in digital electronic circuitry, forms, or combinations of an appropriate device, such features are not limited to hardware implementations, but can also be provided in terms of a computer software product, or a computer hardware product, including a computer program tangibly embodied in a computer readable storage medium for execution by a computer or any suitable apparatus or processing device executing the program. Furthermore, it should be emphasized that a variety of computer-readable storage media is available, such as a semiconductor-based RAM, a ROM, a DVD, a CD, a hard disk, a floppy disk, a cartridge, a tape, and the like, for storing computer program instructions and data structures.

[0184] Similarly, while operations are depicted in the drawings in a particular order, this should not be understood as requiring such an order, nor that all illustrated operations be performed, to achieve desirable results. In certain circumstances, multitasking and parallel processing can be advantageous. Moreover, the separation of various system modules and components in the embodiments described above should not be understood as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated in a single software product or packaged into multiple software products.

[0185] Thus, particular embodiments of the subject matter have been described. Other embodiments are within the scope of the following claims. In some cases, actions recited in the claims can be performed in a different order and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0186] The above-described embodiments are merely possible implementations of the present application, and do not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall fall within the scope of the present application.

Claims

1. A method for aerodynamic modeling of a variable-wing aircraft, characterized in that, 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 position and attitude of the movable wing can be changed by the connecting rod, the first hinge, and the second hinge, thereby changing the configuration of the variable-wing aircraft. The method includes: 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. 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. 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.

2. The method according to claim 1, characterized in that, 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; 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.

3. The method according to claim 2, characterized in that, 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, including: 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. 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. 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. 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. 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.

4. The method according to claim 3, characterized in that, The step of 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: 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: 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 of the variable wing aircraft in the current time period, the first aerodynamic coefficient of the aircraft body is determined; 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.

5. The method according to claim 3, characterized in that, 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; 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. 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: 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, 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.

6. The method according to claim 3, characterized in that, The revolution angle information includes the first revolution angle on the left and the second revolution angle on the right; the third aerodynamic force of the connecting rod in the current time period includes the first resistance of the left connecting rod in the current time period and the second resistance of the right connecting rod in the current time period; 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: 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: The maximum drag coefficient of the connecting rod corresponding to this revolution angle is determined based on computational fluid dynamics (CFD). Determine the drag correction factor after the connecting rod is blocked by the movable wing at this revolution angle; 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.

7. The method according to claim 3, characterized in that, 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; 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.

8. An aerodynamic modeling device for a variable-wing aircraft, characterized in that, 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 position and attitude of the movable wing can be changed by the connecting rod, the first hinge, and the second hinge, thereby changing the configuration of the variable-wing aircraft. The device includes: 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; The first determining module 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, 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; 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.

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

10. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method as described in any one of claims 1 to 7.

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