Shipboard aircraft landing constraint model construction method based on hook slope distance constraint

Abstract

A carrier-based aircraft landing constraint model construction method based on hook slope distance constraint is beneficial for establishing a carrier-based aircraft landing numerical simulation environment, completing carrier-based aircraft landing safety constraint analysis in a complex environment through a closed-loop simulation test, and particularly providing technical support for determining a landing envelope for guaranteeing carrier-based aircraft landing safety. Establishing a constraint index, a constraint mechanism and a constraint range of the carrier-based aircraft carrier landing hook slope distance on safe carrier landing of the carrier-based aircraft on an aircraft carrier deck; the constraint indexes comprise hook slope distance constraint indexes; the constraint mechanism of the hook slope distance constraint index is the landing longitudinal deviation; the constraint range of the hook slope distance constraint index is that H is greater than or equal to 1.91 m and less than or equal to 6.11 m; step 2, establishing a changing curve of the warship tail clearance height along with the longitudinal position of the warship under the condition of setting the glide angle of the shipboard aircraft; and step 3, establishing a changing curve of the warship tail clearance height along with the glide angle under the condition of an ideal landing point in the allowable landing area on the aircraft carrier deck when the shipboard aircraft lands.

Description

Technical Field

[0001] This invention relates to the field of carrier-based aircraft landing constraint model technology, and in particular to a method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints. This method is beneficial for establishing a carrier-based aircraft takeoff and landing numerical simulation environment and completing the safety constraint analysis of carrier-based aircraft takeoff and landing under complex environments through closed-loop simulation experiments. Background Technology

[0002] Carrier-based aircraft landing is a complex task involving highly technical and risky operations. It requires not only pilots to undergo simulation training but also a deeper understanding of the various factors affecting landing by all relevant parties to ensure safe and successful landings. The landing constraint model refers to the physical, geometric, and mechanical safety limitations imposed on carrier-based aircraft during landing. Landing constraints are the constraints experienced by the aircraft during the process from passing the stern plane to being arrested. Sufficient clearance must be maintained when the aircraft passes the stern plane during landing. This clearance is the tailhook distance, which is the height of the tailhook from the carrier deck. Otherwise, it cannot be guaranteed that the aircraft will not collide with any structure or equipment at the stern, and it also hinders the pilot's ability to make necessary flight adjustments, such as changing flight attitude and speed, to prepare for subsequent landing operations and ensure a smooth and safe landing. Therefore, it is evident that the landing hook ramp distance, i.e., the clearance height of the carrier-based aircraft, has a significant impact on landing safety, and constraints on the landing hook ramp distance are quite important. However, regarding the constraints of the landing hook ramp distance on the aircraft carrier deck platform on safe landing, there is no publicly available and usable corresponding carrier-based aircraft landing constraint model in the existing technology. Summary of the Invention

[0003] This invention addresses the deficiencies and shortcomings of existing technologies by providing a method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints. This method facilitates the establishment of a numerical simulation environment for carrier-based aircraft takeoffs and landings, enabling the analysis of safety constraints for carrier-based aircraft takeoffs and landings under complex environments through closed-loop simulation experiments. In particular, it provides technical support for determining the landing envelope that ensures safe carrier-based aircraft landings.

[0004] The technical solution of the present invention is as follows:

[0005] The method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints is characterized by the following steps:

[0006] Step 1: Establish the constraint index of the landing hook slope distance of carrier-based aircraft on the safe landing of carrier-based aircraft on the aircraft carrier deck, the constraint mechanism of the constraint index, and the constraint range of the constraint index;

[0007] The constraint indicators include the hook-slope distance constraint indicator, which is the clearance height of the tail hook of the carrier-based aircraft from the deck when the carrier-based aircraft passes through the stern section, i.e., the stern clearance height.

[0008] The constraint mechanism of the hook-slope distance constraint index lies in the longitudinal deviation during landing;

[0009] The constraint range of the hook slope distance constraint index is 1.91m≥H≤6.11m, where H is the stern clearance height;

[0010] Step 2: Establish the curve of the stern clearance height as a function of the ship's longitudinal position under the condition of the set glide slope angle of the carrier-based aircraft. When γ = 4°, γ is the glide slope angle. If the longitudinal position of the landing position changes by 12m, the stern clearance height will change by 0.84m in the same direction.

[0011] Step 3: Establish the curve of the stern clearance height as a function of the glide slope angle under the condition of setting an ideal landing point where the carrier-based aircraft lands within the permitted landing area on the aircraft carrier deck. When the glide slope angle changes by 1°, the stern clearance height changes by 1m.

[0012] The technical effects of this invention are as follows: The method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints can provide support for the systematic engineering of establishing a carrier-based aircraft takeoff and landing numerical simulation environment. This is particularly beneficial for establishing a safe landing envelope for carrier-based aircraft landing. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the clearance height of the stern of a carrier-based aircraft. Figure 1 The design adopts a stern clearance of 4m, including a 1m vertical displacement of the stern.

[0014] Figure 2 This is a schematic diagram of a carrier-based aircraft passing the stern of the ship until it touches down. Figure 2 The Chinese carrier-based aircraft landed at a glide path angle of 4°. Figure 2 In the diagram, H represents the actual clearance height of the aircraft at the stern (corresponding to the actual landing point), L represents the horizontal distance the aircraft travels from the stern to the landing point (the illustration shows the aircraft carrier at rest). DTP H represents the stern clearance height corresponding to an ideal glide slope angle of 4° (corresponding to the ideal glide slope and ideal landing point). min H represents the stern clearance height (12m ahead of the first strait) when the aircraft lands at the rear edge of the landing position. maxThis indicates the stern clearance height when the aircraft lands at the leading edge of the landing position (corresponding to point 4).

[0015] Figure 3 This is a diagram showing the relationship between the stern height and the landing position. Figure 3 When a carrier-based aircraft lands at a glide path angle of 4°, the distance between the point of contact with the ship will differ by △X when the height difference between the stern and the ship's stern is △Z.

[0016] Figure 4 This is a diagram illustrating the adjustment of the stern height and glide angle. Figure 4 When the height of the stern increases by △X, the angle of the glide slope △γ is increased to touch down at the ideal landing point.

[0017] Figure 5 This is a schematic diagram showing the relationship between the height of the stern and the longitudinal position of the ship. Figure 5 The horizontal axis represents the change in longitudinal position of the aircraft carrier (m, scale values ​​-20, -15, ..., 15, 20), and the vertical axis represents the clearance height of the carrier-based aircraft at the stern (m, scale values ​​-2, -1.5, ..., 1.5, 2).

[0018] Figure 6 It describes the relationship between the stern height and the glide slope angle. Figure 6 The horizontal axis represents the change in glide slope angle (degrees, scale values: -2, -1.5, ..., 1.5, 2), and the vertical axis represents the change in the stern clearance height of carrier-based aircraft (m, scale values: -2.5, -2, ..., 2, 2.5). Detailed Implementation

[0019] The following is in conjunction with the attached diagram ( Figures 1-6 The present invention will be described below.

[0020] Figure 1 This is a schematic diagram of the clearance height of the stern of a carrier-based aircraft. Figure 2 This is a schematic diagram of a carrier-based aircraft passing the stern of the ship until it touches down. Figure 3 This is a diagram showing the relationship between the stern height and the landing position. Figure 4 This is a diagram illustrating the adjustment of the stern height and glide angle. Figure 5 This is a schematic diagram showing the relationship between the height of the stern and the longitudinal position of the ship. Figure 6 This describes the relationship between the stern height and the glide slope angle. (Reference) Figures 1 to 6As shown, the method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints includes the following steps: Step 1, establishing a constraint index for the carrier-based aircraft's landing hook-slope distance on the safe landing of the carrier-based aircraft on the aircraft carrier deck, the constraint mechanism of the constraint index, and the constraint range of the constraint index; the constraint index includes a hook-slope distance constraint index, where the hook-slope distance is the clearance height of the carrier-based aircraft's tailhook from the deck when the carrier-based aircraft passes the stern section, i.e., the stern clearance height; the constraint mechanism of the hook-slope distance constraint index lies in the longitudinal deviation during landing; the constraint range of the hook-slope distance constraint index is within... For 1.91m ≥ H ≤ 6.11m, H is the stern clearance height; Step 2, establish the curve of the stern clearance height as a function of the longitudinal position of the ship under the condition of setting the glide slope angle of the carrier-based aircraft. When γ = 4°, γ is the glide slope angle. If the longitudinal position of the landing position changes by 12m, the stern clearance height changes by 0.84m in the same direction; Step 3, establish the curve of the stern clearance height as a function of the glide slope angle under the condition of setting the ideal landing point of the carrier-based aircraft within the allowable landing area on the aircraft carrier deck. When the glide slope angle changes by 1°, the stern clearance height changes by 1m.

[0021] 1.1 Hook-slope distance

[0022] 1.1.1 Constraint Mechanism

[0023] The tailhook clearance of a carrier-based aircraft refers to the height of the tailhook from the deck. The clearance height when a carrier-based aircraft passes the stern section has a significant impact on landing safety. Sufficient clearance height can ensure that the carrier-based aircraft will not collide with any structure or equipment at the stern when passing the stern. At the same time, it can help the pilot make necessary flight adjustments when passing the stern, such as changing flight attitude and speed, to prepare for subsequent landing operations and ensure a smooth and safe landing.

[0024] This article takes the hook-and-slope distance (hereinafter referred to as the stern clearance height) of carrier-based aircraft when passing the stern as the analysis object, and analyzes the stern clearance height of carrier-based aircraft based on the glide slope angle, ideal landing point and touchdown position.

[0025] 1.1.2 Mathematical Model

[0026] When carrier-based aircraft land along an ideal glide path and reach the stern section, they need to maintain a certain height distance from the deck to avoid collisions. The study statistically analyzed land-based training data, showing a flight deviation of ±3m (3σ) at the stern. Based on a stern clearance design value of 4m, a preliminary standard of 1m vertical displacement at the stern (corresponding to a pitch angle of -0.4°) was established. Figure 1 As shown, this standard is based on engineering practice experience and requires further in-depth research and analysis from a mechanistic perspective.

[0027] Figure 2This describes the situation from the stern of the carrier-based aircraft to touchdown. When the carrier-based aircraft lands with a glide path angle of 4°, the stern clearance height limit for the carrier-based aircraft is: H. min ≤H≤H max At this point, the carrier-based aircraft can land within the permitted landing area at a glide path angle of 4°.

[0028] H represents the actual clearance height of the carrier-based aircraft at the stern, and L represents the horizontal distance traveled by the carrier-based aircraft from the stern to landing (the illustration shows the aircraft carrier at rest). DTP H represents the stern clearance height corresponding to an ideal glide slope angle of 4°. min H represents the stern clearance height when the carrier-based aircraft lands at the rear edge of the landing position. max This indicates the stern clearance height when a carrier-based aircraft lands at the leading edge of the landing position.

[0029] When the clearance height of carrier-based aircraft at the stern is too large, the safe landing of carrier-based aircraft can be ensured by increasing the glide slope angle or adjusting the landing position. Figure 3 and Figure 4 As shown.

[0030] 1.1.3 Simulation Analysis

[0031] according to Figure 2 The relationship between the stern clearance height and the landing position under the condition of a 4° glide slope is shown. The range of values ​​for the stern clearance height is: 1.91m ≤ H ≤ 6.11m.

[0032] according to Figure 5 The figure shows the relationship between the stern height and the longitudinal position of the ship under a 4° glide slope. When the longitudinal position of the landing position changes by 12m, the stern height changes by approximately 0.84m.

[0033] according to Figure 6 The figure shows the relationship between the stern height and the glide slope angle at the ideal landing position. When the glide slope angle changes by 1°, the stern height changes by approximately 1m.

[0034] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail with reference to the accompanying drawings and embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention. In short, all technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the protection scope of the present invention patent.

Claims

1. A method for constructing a carrier-based aircraft landing constraint model based on hook-slope distance constraints, characterized in that, Includes the following steps: Step 1: Establish the constraint index of the landing hook slope distance of carrier-based aircraft on the safe landing of carrier-based aircraft on the aircraft carrier deck, the constraint mechanism of the constraint index, and the constraint range of the constraint index; The constraint indicators include the hook-slope distance constraint indicator, which is the clearance height of the tail hook of the carrier-based aircraft from the deck when the carrier-based aircraft passes through the stern section, i.e., the stern clearance height. The constraint mechanism of the hook-slope distance constraint index lies in the longitudinal deviation during landing; The constraint range of the hook slope distance constraint index is 1.91m≥H≤6.11m, where H is the stern clearance height; Step 2: Establish the curve of the stern clearance height as a function of the ship's longitudinal position under the condition of the set glide slope angle of the carrier-based aircraft. When γ = 4°, γ is the glide slope angle. If the longitudinal position of the landing position changes by 12m, the stern clearance height will change by 0.84m in the same direction. Step 3: Establish the curve of the stern clearance height as a function of the glide slope angle under the condition of setting an ideal landing point where the carrier-based aircraft lands within the permitted landing area on the aircraft carrier deck. When the glide slope angle changes by 1°, the stern clearance height changes by 1m.

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