Full-aircraft roll angular velocity modeling method and system under free flight hooking working condition of aircraft

Abstract

The invention belongs to the technical field of aviation aircraft full-aircraft landing simulation, and particularly relates to an aircraft free flight hooking working condition full-aircraft roll angular velocity modeling method and system, an included angle between an aircraft side axis and a horizontal plane, a roll angle and a distance from a projection point A to a full-aircraft gravity center are acquired, and a Y-direction distance from the projection point A to the full-aircraft gravity center is calculated; calculating a Y-direction distance from the projection point B to the gravity center of the whole aircraft according to the roll angle and the distance from the projection point B to the gravity center of the whole aircraft; calculating the Z-direction linear velocity of the projection point A according to the Y-direction distance from the projection point A to the gravity center of the whole aircraft, and calculating the Z-direction linear velocity of the projection point B according to the Y-direction distance from the projection point B to the gravity center of the whole aircraft; and the Z-direction linear velocity of the projection point A and the Z-direction linear velocity of the projection point B serve as initial conditions, and full-aircraft roll angular velocity modeling is carried out. The roll angular velocity initial condition does not need to be defined at the gravity center of the whole aircraft, so that the input parameter is consistent with the feedback parameter during calculation, and the initial roll angular velocity state of the aircraft is truly reflected.

Description

Technical Field

[0001] This application belongs to the field of aircraft landing simulation technology, and specifically relates to a method and system for modeling the roll angular velocity of an aircraft under free flight hook-on conditions. Background Technology

[0002] When performing full-aircraft landing simulation modeling for free-flight hook-up conditions, it is necessary to define initial roll angular velocity state parameters for the full-aircraft model. However, due to the large distance of the distributed mass of the full-aircraft model, the initial roll angular velocity parameters defined directly at the center of gravity of the full-aircraft model using the general method cannot be correctly reflected at the distributed mass, resulting in a difference between the input parameters and the feedback parameters during calculation.

[0003] Therefore, ensuring the consistency between input parameters and feedback parameters is a problem that needs to be solved. Summary of the Invention

[0004] To address the aforementioned issues, this application provides a method and system for modeling the full-aircraft roll angular velocity under free-flight hook-up conditions, thereby resolving the problem of poor consistency between input and feedback parameters in the prior art.

[0005] The technical solution of this application is: a method for modeling the roll angular velocity of an aircraft under free-flight hook-up conditions, including:

[0006] Determine point A, the projection point of the left main landing gear wheel center onto the aircraft's side axis passing through the aircraft's center of gravity;

[0007] Determine point B, the projection point of the right main landing gear wheel center onto the aircraft's side axis passing through the aircraft's center of gravity;

[0008] Obtain the angle between the aircraft's side axis and the horizontal plane, the roll angle, and the distance from projection point A to the aircraft's center of gravity. Calculate the Y-direction distance from projection point A to the aircraft's center of gravity. Based on the roll angle and the distance from projection point B to the aircraft's center of gravity, calculate the Y-direction distance from projection point B to the aircraft's center of gravity.

[0009] Calculate the Z-axis linear velocity of projection point A based on the Y-axis distance from projection point A to the center of gravity of the entire machine, and calculate the Z-axis linear velocity of projection point B based on the Y-axis distance from projection point B to the center of gravity of the entire machine.

[0010] The Z-axis linear velocities of projection point A and projection point B are used as initial conditions and input into the simulation software to model the roll angular velocity of the entire machine.

[0011] Preferably, the Y-axis distance from projection point A to the center of gravity of the entire machine is:

[0012] ;

[0013] In the formula, α is the angle between the aircraft's lateral axis and the horizontal plane, also known as the roll angle; α is the roll angle. And the distance from projection point A to the center of gravity of the entire machine.

[0014] Preferably, the Y-axis distance from projection point B to the center of gravity of the entire machine is:

[0015] ;

[0016] In the formula, b is the roll angle. And the distance from projection point B to the center of gravity of the entire machine.

[0017] Preferably, the Z-axis linear velocity of projection point A is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superposition value of the linear velocity in the Z direction at projection point A is expressed as:

[0018] .

[0019] Preferably, the Z-axis linear velocity of projection point B is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superposition value of the Z-direction linear velocity at projection point B is expressed as:

[0020] .

[0021] Preferably, projection points A and B are located at the same longitudinal position as the center of gravity of the entire machine, and projection points A and B are symmetrically distributed on both sides of the center of gravity in the top-view projection.

[0022] Another technical solution of this application is: a modeling system for the roll angular velocity of an aircraft under free-flight hook-up conditions, comprising:

[0023] The projection point A determination module is used to determine the projection point A of the aircraft's side axis, which is located at the center of the left main landing gear wheel and passes through the aircraft's center of gravity.

[0024] The projection point B determination module is used to determine the projection point B of the right main landing gear wheel center on the aircraft's side axis passing through the aircraft's center of gravity;

[0025] The Y-axis distance determination module is used to obtain the angle between the aircraft's side axis and the horizontal plane, the roll angle, and the distance from projection point A to the aircraft's center of gravity, and to calculate the Y-axis distance from projection point A to the aircraft's center of gravity; based on the roll angle and the distance from projection point B to the aircraft's center of gravity, the Y-axis distance from projection point B to the aircraft's center of gravity is calculated.

[0026] The Z-axis linear velocity determination module is used to calculate the Z-axis linear velocity of projection point A based on the Y-axis distance from projection point A to the center of gravity of the entire machine, and to calculate the Z-axis linear velocity of projection point B based on the Y-axis distance from projection point B to the center of gravity of the entire machine.

[0027] The simulation modeling module is used to input the Z-axis linear velocity of projection point A and the Z-axis linear velocity of projection point B as initial conditions into the simulation software to model the roll angular velocity of the entire machine.

[0028] Preferably, the Y-axis distance from projection point A to the center of gravity of the entire machine is:

[0029] ;

[0030] In the formula, α is the angle between the aircraft's lateral axis and the horizontal plane, also known as the roll angle; α is the roll angle. And the distance from projection point A to the center of gravity of the entire machine.

[0031] Preferably, the Y-axis distance from projection point B to the center of gravity of the entire machine is:

[0032] ;

[0033] In the formula, b is the roll angle. And the distance from projection point B to the center of gravity of the entire machine.

[0034] Preferably, the Z-axis linear velocity of projection point A is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superposition value of the linear velocity in the Z direction at projection point A is expressed as:

[0035] .

[0036] Preferably, the Z-axis linear velocity of projection point B is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superposition value of the Z-direction linear velocity at projection point B is expressed as:

[0037] .

[0038] Preferably, projection points A and B are located at the same longitudinal position as the center of gravity of the entire machine, and projection points A and B are symmetrically distributed on both sides of the center of gravity in the top-view projection.

[0039] The aircraft roll angular velocity modeling method and system for free-flight hook-up conditions proposed in this application have the following advantages:

[0040] By calculating the Z-axis linear velocities of the projection points of the left and right main landing gears respectively, and using them as initial conditions for simulation, the model can directly reflect the true motion state of the distributed mass during calculation, eliminating the difference between input and feedback parameters.

[0041] By assigning Z-axis velocities to the left and right main landing gear positions and center of gravity motion at the initial moment of simulation, it is ensured that the responses of each distributed mass point are driven by the same set of initial kinematic conditions during the numerical integration process of the entire aircraft, thus locking in the consistency of input and feedback from the root.

[0042] It effectively solves the problem of inconsistent distributed mass response caused by traditional single-point initialization of the center of gravity, significantly improves simulation accuracy and physical realism, enhances the model's adaptability to complex landing conditions, and ensures the consistency of input parameters and feedback parameters. It has high engineering application value and promotion potential. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the initial pitch state of the aircraft in free flight hook-holding condition.

[0044] 1. Aircraft side axis; 2. Horizontal plane; 3. Left main landing gear wheel; 4. Right main landing gear wheel; 5. Aircraft center of gravity; 6. Projection point A; 7. Projection point B. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0046] The first aspect of this application provides a method for modeling the roll angular velocity of an aircraft in a free-flight hook-up condition. By converting the roll angular velocity parameter at the center of gravity 5 of the aircraft into the Z-axis linear velocity of projection points A6 and B7, the initial pitch motion state of the aircraft in a free-flight hook-up condition can be accurately simulated.

[0047] like Figure 1 As shown, the specific steps include the following:

[0048] Step S100: Determine the projection point A6 of the center of the left main landing gear wheel 3 through the aircraft side axis 1 of the aircraft's center of gravity 5.

[0049] Step S200: Determine the projection point B7 of the center of the right main landing gear wheel 4 onto the side axis 1 of the aircraft, which passes through the center of gravity 5. The main landing gear wheels 6 at projection point A and 7 at projection point B are at the same longitudinal position as the main landing gear wheel 5 at the center of gravity. The main landing gear wheels 6 at projection point A and 7 at projection point B are symmetrically distributed on both sides of the center of gravity in the top-view projection to ensure that the left and right loads are balanced when the aircraft is stationary or taxiing in a straight line, and no rolling moment around the longitudinal axis is generated.

[0050] Step S300: Obtain the angle between the aircraft side axis 1 and the horizontal plane 2, the roll angle, and the distance from the projection point A6 to the center of gravity 5 of the entire aircraft; calculate the Y-direction distance from the projection point A6 to the center of gravity 5 of the entire aircraft; calculate the Y-direction distance from the projection point B7 to the center of gravity 5 of the entire aircraft based on the roll angle and the distance from the projection point B7 to the center of gravity 5 of the entire aircraft.

[0051] Preferably, the Y-direction distance from the main landing gear wheel 6 at projection point A to the main landing gear wheel 5 at the aircraft's center of gravity is:

[0052] ;

[0053] In the formula, α is the angle between the main landing gear wheel 1 on the side axis of the aircraft and the main landing gear wheel 2 on the horizontal plane, which is also the roll angle; α is the roll angle. The distance from the main landing gear wheel 6 at projection point A to the main landing gear wheel 5 at the center of gravity of the entire aircraft.

[0054] The Y-axis distance from projection point B, main landing gear wheel 7, to the aircraft's center of gravity, main landing gear wheel 5, is:

[0055] ;

[0056] In the formula, b is the roll angle. The distance from the main landing gear wheel 7 at projection point B to the main landing gear wheel 5 at the center of gravity of the entire aircraft.

[0057] Step S400: Calculate the Z-direction linear velocity of projection point A6 based on the Y-direction distance from projection point A6 to the center of gravity 5 of the entire machine, and calculate the Z-direction linear velocity of projection point B7 based on the Y-direction distance from projection point B7 to the center of gravity 5 of the entire machine.

[0058] Preferably, the Z-axis linear velocity of the main landing gear wheel 6 at projection point A is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superimposed value of the Z-direction linear velocity at projection point A, main landing gear wheel 6, is expressed as:

[0059] .

[0060] The Z-axis linear velocity of the main landing gear wheel 7 at projection point B is the aircraft's center of gravity sinking velocity V and roll angular velocity. The superimposed value of the Z-direction linear velocity at projection point B, main landing gear wheel 7, is expressed as:

[0061] .

[0062] In step S500, the Z-axis linear velocity of projection point A6 and the Z-axis linear velocity of projection point B7 are used as initial conditions and input into the simulation software to model the roll angular velocity of the entire machine.

[0063] There is no need to define the roll velocity at the center of gravity of the entire aircraft. The initial conditions ensure that the input parameters are consistent with the feedback parameters during calculation, thus accurately reflecting the initial roll rate state of the aircraft.

[0064] As another specific implementation, a modeling system for the roll angular velocity of an aircraft under free-flight hook-up conditions includes:

[0065] The projection point A6 determination module is used to determine the projection point A6 of the aircraft side axis 1, which is located at the center of the left main landing gear wheel 3 and passes through the center of gravity 5 of the entire aircraft.

[0066] The projection point B7 determination module is used to determine the projection point B7 of the center of the right main landing gear wheel 4 on the side axis 1 of the aircraft, which passes through the center of gravity of the entire aircraft 5.

[0067] The Y-direction distance determination module is used to obtain the angle between the aircraft's side axis 1 and the horizontal plane 2, the roll angle, and the distance from the projection point A6 to the center of gravity 5 of the entire aircraft, and to calculate the Y-direction distance from the projection point A6 to the center of gravity 5 of the entire aircraft; based on the roll angle and the distance from the projection point B7 to the center of gravity 5 of the entire aircraft, the Y-direction distance from the projection point B7 to the center of gravity 5 of the entire aircraft is calculated.

[0068] The Z-axis linear velocity determination module is used to calculate the Z-axis linear velocity of projection point A6 based on the Y-axis distance from projection point A6 to the center of gravity 5 of the entire machine, and to calculate the Z-axis linear velocity of projection point B7 based on the Y-axis distance from projection point B7 to the center of gravity 5 of the entire machine.

[0069] The simulation modeling module is used to input the Z-axis linear velocities of projection point A6 and projection point B7 as initial conditions into the simulation software to model the roll angular velocity of the entire machine.

[0070] Preferably, the Y-direction distance from the main landing gear wheel 6 at projection point A to the main landing gear wheel 5 at the aircraft's center of gravity is:

[0071] ;

[0072] In the formula, α is the angle between the main landing gear wheel 1 on the side axis of the aircraft and the main landing gear wheel 2 on the horizontal plane, which is also the roll angle; α is the roll angle. The distance from the main landing gear wheel 6 at projection point A to the main landing gear wheel 5 at the center of gravity of the entire aircraft.

[0073] Preferably, the Y-direction distance from the projection point B, the main landing gear wheel 7, to the aircraft's center of gravity, the main landing gear wheel 5, is:

[0074] ;

[0075] In the formula, b is the roll angle. The distance from the main landing gear wheel 7 at projection point B to the main landing gear wheel 5 at the center of gravity of the entire aircraft.

[0076] Preferably, the Z-axis linear velocity of the main landing gear wheel 6 at projection point A is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superimposed value of the Z-direction linear velocity at projection point A, main landing gear wheel 6, is expressed as:

[0077] .

[0078] Preferably, the Z-axis linear velocity of the main landing gear wheel 7 at projection point B is the sum of the aircraft's center of gravity sinking velocity V and its roll angular velocity. The superimposed value of the Z-direction linear velocity at projection point B, main landing gear wheel 7, is expressed as:

[0079] .

[0080] Preferably, the main landing gear wheels 6 at projection point A and the main landing gear wheels 7 at projection point B are symmetrically distributed on both sides of the center of gravity in the top-view projection to ensure that the left and right loads are balanced when the aircraft is stationary or taxiing in a straight line, and that no rolling moment around the longitudinal axis is generated.

[0081] It has the following advantages:

[0082] By calculating the Z-axis linear velocities of the projection points of the left and right main landing gears respectively, and using them as initial conditions for simulation, the model can directly reflect the true motion state of the distributed mass during calculation, eliminating the difference between input and feedback parameters.

[0083] By assigning Z-axis velocities to the left and right main landing gear positions and center of gravity motion at the initial moment of simulation, it is ensured that the responses of each distributed mass point are driven by the same set of initial kinematic conditions during the numerical integration process of the entire aircraft, thus locking in the consistency of input and feedback from the root.

[0084] It effectively solves the problem of inconsistent distributed mass response caused by traditional single-point initialization of the center of gravity, significantly improves simulation accuracy and physical realism, enhances the model's adaptability to complex landing conditions, and ensures the consistency of input parameters and feedback parameters. It has high engineering application value and promotion potential.

[0085] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for modeling the roll angular velocity of an aircraft under free-flight hook-up conditions, characterized in that, include: Determine the projection point A(6) of the left main landing gear wheel (3) onto the side axis (1) of the aircraft, which passes through the center of gravity (5) of the entire aircraft; Determine the projection point B(7) of the center of the right main landing gear wheel (4) onto the side axis (1) of the aircraft that passes through the center of gravity of the entire aircraft (5); Obtain the angle between the side axis (1) of the aircraft and the horizontal plane (2), the roll angle, and the distance from the projection point A (6) to the center of gravity (5) of the aircraft. Calculate the Y-direction distance from the projection point A (6) to the center of gravity (5). Based on the roll angle and the distance from the projection point B (7) to the center of gravity (5), calculate the Y-direction distance from the projection point B (7) to the center of gravity (5). The Z-direction linear velocity of projection point A(6) is calculated based on the Y-direction distance from projection point A(6) to the center of gravity (5) of the whole machine, and the Z-direction linear velocity of projection point B(7) is calculated based on the Y-direction distance from projection point B(7) to the center of gravity (5) of the whole machine. The Z-direction linear velocity of projection point A(6) and the Z-direction linear velocity of projection point B(7) are used as initial conditions and input into the simulation software to model the roll angular velocity of the entire machine.

2. The method for modeling the roll angular velocity of an aircraft under free-flight hook-and-hold conditions as described in claim 1, characterized in that, The Y-axis distance from projection point A(6) to the center of gravity (5) of the entire machine is: ； In the formula, α is the angle between the aircraft's lateral axis (1) and the horizontal plane (2), which is also the roll angle; α is the roll angle. And the distance from projection point A (6) to the center of gravity of the whole machine (5).

3. The method for modeling the roll angular velocity of an aircraft under free-flight hook-on-hook conditions as described in claim 2, characterized in that, The Y-axis distance from projection point B(7) to the center of gravity (5) of the entire machine is: ； In the formula, b is the roll angle. And the distance from projection point B(7) to the center of gravity of the whole machine (5).

4. The method for modeling the roll angular velocity of an aircraft under free-flight hook-and-hold conditions as described in claim 3, characterized in that, The Z-axis linear velocity of projection point A(6) is the sinking velocity V of the center of gravity of the entire machine and the roll angular velocity. The superposition value of the Z-direction linear velocity at projection point A(6) is expressed as: 。 5. The method for modeling the roll angular velocity of an aircraft under free-flight hook-and-hold conditions as described in claim 3, characterized in that, The Z-axis linear velocity of projection point B(7) is the sinking velocity V of the center of gravity of the entire machine and the roll angular velocity. The superposition value of the Z-direction linear velocity at projection point B(7) is expressed as: 。 6. The method for modeling the roll angular velocity of an aircraft under free-flight hook-and-hold conditions as described in claim 1, characterized in that, The projection points A (6) and B (7) are located in the same longitudinal position as the center of gravity (5) of the entire machine. In the top-view projection, the projection points A (6) and B (7) are symmetrically distributed on both sides of the center of gravity.

7. A modeling system for the roll angular velocity of an aircraft under free-flight hook-up conditions, employing the method described in any one of claims 1-6, characterized in that, include: The projection point A(6) determination module is used to determine the projection point A(6) of the aircraft side axis (1) of the center of the left main landing gear wheel (3) passing through the center of gravity of the whole aircraft (5); The projection point B(7) determination module is used to determine the projection point B(7) of the center of the right main landing gear wheel (4) on the side axis (1) of the aircraft passing through the center of gravity (5) of the whole aircraft; The Y-direction distance determination module is used to obtain the angle between the side axis (1) of the aircraft and the horizontal plane (2), the roll angle, and the distance from the projection point A (6) to the center of gravity (5) of the entire aircraft, and to calculate the Y-direction distance from the projection point A (6) to the center of gravity (5); based on the roll angle and the distance from the projection point B (7) to the center of gravity (5), the Y-direction distance from the projection point B (7) to the center of gravity (5) of the entire aircraft is calculated. The Z-direction linear velocity determination module is used to calculate the Z-direction linear velocity of projection point A (6) based on the Y-direction distance from projection point A (6) to the center of gravity (5) of the whole machine, and to calculate the Z-direction linear velocity of projection point B (7) based on the Y-direction distance from projection point B (7) to the center of gravity (5) of the whole machine. The simulation modeling module is used to input the Z-direction linear velocity of projection point A(6) and the Z-direction linear velocity of projection point B(7) as initial conditions into the simulation software to model the roll angular velocity of the whole machine.

8. The aircraft roll angular velocity modeling system for free-flight hook-holding conditions as described in claim 7, characterized in that, The Y-axis distance from projection point A(6) to the center of gravity (5) of the entire machine is: ； In the formula, α is the angle between the aircraft's lateral axis (1) and the horizontal plane (2), which is also the roll angle; α is the roll angle. And the distance from projection point A (6) to the center of gravity of the whole machine (5).

9. The aircraft roll angular velocity modeling system for free-flying hook-holding conditions as described in claim 8, characterized in that, The Y-axis distance from projection point B(7) to the center of gravity (5) of the entire machine is: ； In the formula, b is the roll angle. And the distance from projection point B(7) to the center of gravity of the whole machine (5).

10. The aircraft roll angular velocity modeling system for free-flight hook-holding conditions as described in claim 9, characterized in that, The Z-axis linear velocity of projection point A(6) is the sinking velocity V of the center of gravity of the entire machine and the roll angular velocity. The superposition value of the Z-direction linear velocity at projection point A(6) is expressed as: 。 11. The aircraft free-flight hook-holding full-aircraft roll angular velocity modeling system as described in claim 9, characterized in that, The Z-axis linear velocity of projection point B(7) is the sinking velocity V of the center of gravity of the entire machine and the roll angular velocity. The superposition value of the Z-direction linear velocity at projection point B(7) is expressed as: 。 12. The aircraft free-flight hook-holding full-aircraft roll angular velocity modeling system as described in claim 7, characterized in that, The projection points A (6) and B (7) are located in the same longitudinal position as the center of gravity (5) of the entire machine. In the top-view projection, the projection points A (6) and B (7) are symmetrically distributed on both sides of the center of gravity.

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