Simulation method and device for elevator fault of medium-sized propeller-driven aircraft, computer equipment and medium
By setting elevator failure modes, establishing control surface actuator models, and dynamically correcting aerodynamic parameters, the problem of coarse elevator failure models in existing technologies is solved, achieving consistency between theoretical simulation and real aircraft models, and improving the accuracy of fault response prediction.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-26
- Publication Date
- 2026-04-14
AI Technical Summary
Existing technologies, when simulating elevator failures, ignore the response delay of the flight control system, do not use actuator models, or oversimplify the actuator models, resulting in a coarse elevator failure model and poor consistency between theoretical simulations and real aircraft models.
The elevator failure modes were set, a control surface actuator model was established, six-component aerodynamic parameters were obtained, and dynamic corrections were made through throttle state and propeller rotation speed. The state parameters were simulated using an aircraft six-degree-of-freedom simulation model.
This improves the consistency between theoretical simulation and real aircraft models, enabling more accurate prediction of flight response after elevator failure and the development of more instructive emergency response procedures.
Smart Images
Figure CN121859523A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft fault simulation technology, and in particular to a simulation method, apparatus, computer equipment, and medium for elevator faults in a medium-sized propeller aircraft. Background Technology
[0002] With the booming development of the aviation industry, flight safety has always been a focus of attention. As a key component for controlling the attitude and stability of an aircraft, the reliability of its performance is directly related to flight safety.
[0003] As one of the primary control surfaces of an aircraft, the elevator is responsible for pitch attitude control and directly affects flight safety. However, in actual use, elevators can malfunction for various reasons, such as jamming, damage, and control failure, which can lead to serious flight accidents. Therefore, effectively predicting the flight response after elevator malfunction is of great significance for ensuring flight safety.
[0004] In recent years, to predict the impact of various potential control surface failures on flight safety, flight simulation technology has been widely used to simulate aircraft flight responses under various operating conditions, providing a theoretical basis for the compilation of flight manuals. By establishing a six-degree-of-freedom motion simulation model of the aircraft and adding various elevator failures, it is possible to predict the flight response after an elevator failure and formulate emergency response procedures. However, existing simulation methods still have certain limitations when dealing with elevator failures, such as ignoring the response delay of the flight control system, not using actuator models or using overly simplified actuator models, and having only one control surface failure mode. Summary of the Invention
[0005] In view of this, embodiments of the present invention provide a simulation method for elevator failure in a medium-sized propeller aircraft, to solve the technical problems in the prior art of coarse elevator failure models and poor consistency between theoretical simulations and real aircraft models. The method includes: Set the elevator failure modes, and set the deflection rate ratio and the target deflection of the control surface for each elevator failure mode, wherein the failure modes include jamming, half-speed deflection, return to center, sharp deflection and damping. Establish a control surface actuator model, input the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and output the control surface deflection of each elevator through the control surface actuator model; Obtain the six-component aerodynamic parameters of a single elevator. If these parameters cannot be obtained, estimate the six-component aerodynamic parameters of a single elevator using the longitudinal three-component aerodynamic parameters of the entire elevator. The engine throttle state and propeller rotation speed are obtained, and the six-component aerodynamic parameters of the single elevator are dynamically corrected based on the throttle state and the rotation speed to generate the corrected six-component aerodynamic parameters. Based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, the state parameters of the aircraft at the next moment are obtained by simulating the state parameters of the aircraft at the previous moment using the six-degree-of-freedom simulation model of the aircraft.
[0006] This invention also provides a simulation device for elevator failure in a medium-sized propeller aircraft, addressing the technical problems of coarse elevator failure models and poor consistency between theoretical simulations and real aircraft models in existing technologies. The device includes: The fault mode setting module is used to set the fault modes of the elevator, and to set the deflection rate ratio and the target deflection of the control surface for each fault mode of the elevator. The fault modes include jamming, half-speed deflection, return to center, sharp deflection and damping. The control surface deflection output module is used to establish a control surface actuator model. It inputs the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and outputs the control surface deflection of each elevator through the control surface actuator model. The six-component aerodynamic parameter estimation module is used to obtain the six-component aerodynamic parameters of a single elevator. If the parameters cannot be obtained, the six-component aerodynamic parameters of a single elevator are estimated by using the longitudinal three-component aerodynamic parameters of the entire elevator. The aerodynamic parameter correction module is used to obtain the engine throttle state and the propeller rotation speed, and dynamically correct the six-component aerodynamic parameters of the single elevator according to the throttle state and the rotation speed, so as to generate the corrected six-component aerodynamic parameters. The state simulation module is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's six-degree-of-freedom simulation calculation model based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, and the state parameters of the aircraft at the previous moment.
[0007] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned simulation method for elevator failure of any medium-sized propeller aircraft, thereby solving the technical problems in the prior art of coarse elevator failure models and poor consistency between theoretical simulations and real aircraft models.
[0008] This invention also provides a computer-readable storage medium storing a computer program that performs the simulation method for elevator failure of any of the above-described medium-sized propeller aircraft, in order to solve the technical problems in the prior art of coarse elevator failure models and poor consistency between theoretical simulations and real aircraft models.
[0009] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: The elevator failure simulation method in this invention increases the consistency between theoretical simulation and real aircraft. Attached Figure Description
[0010] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0011] Figure 1 This is a flowchart of a simulation method for elevator failure of a medium-sized propeller aircraft provided in an embodiment of the present invention; Figure 2 This is a flowchart of a simulation method for implementing the above-described elevator failure of a medium-sized propeller aircraft, provided by an embodiment of the present invention; Figure 3 This is a structural block diagram of a computer device provided in an embodiment of the present invention; Figure 4 This is a structural block diagram of a simulation device for elevator failure of a medium-sized propeller aircraft provided in an embodiment of the present invention. Detailed Implementation
[0012] The embodiments of this application will now be described in detail with reference to the accompanying drawings.
[0013] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0014] In this embodiment of the invention, a simulation method for elevator failure in a medium-sized propeller aircraft is provided, such as... Figure 1 As shown, the method includes: Step S101: Set the elevator fault modes, and set the deflection rate ratio and the target deflection of the control surface for each elevator fault mode, wherein the fault modes include jamming, half-speed deflection, return to center, sharp deflection and damping. Step S102: Establish a control surface actuator model, input the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and output the control surface deflection of each elevator through the control surface actuator model; Step S103: Obtain the six-component aerodynamic parameters of a single elevator. If the parameters cannot be obtained, estimate the six-component aerodynamic parameters of a single elevator using the longitudinal three-component aerodynamic parameters of the entire elevator. Step S104: Obtain the engine throttle state and propeller rotation speed, and dynamically correct the six-component aerodynamic parameters of the single elevator according to the throttle state and the rotation speed to generate the corrected six-component aerodynamic parameters. Step S105: Based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, the state parameters of the aircraft at the next moment are obtained by simulating the state parameters of the aircraft at the previous moment using the six-degree-of-freedom simulation calculation model.
[0015] In practice, the following steps are used to set the deflection rate ratio and target deflection of the control surface for each elevator failure mode: The system acquires the target command output by the aircraft control law and sets the yaw angle and damping target yaw angle. When the elevator malfunction mode is "stuck," the yaw rate ratio is set to 0, and the control surface target deflection is set to the target command. When the elevator malfunction mode is "half-speed yaw," the yaw rate ratio is set to 0.5, and the control surface target deflection is set to the target command. When the elevator malfunction mode is "return to center," the yaw rate ratio is set to 1, and the control surface target deflection is set to 0. When the elevator malfunction mode is "sharp yaw," the yaw rate ratio is set to 1, and the control surface target deflection is set to the sharp yaw angle. When the elevator malfunction mode is "damped," the yaw rate ratio is set to 1, and the control surface target deflection is set to the damping target yaw angle.
[0016] In practice, the following steps are used to estimate the six-component aerodynamic parameters of a single elevator by using the longitudinal three-component aerodynamic parameters of the entire elevator: Obtain the lift coefficient of the elevator from the aircraft's aerodynamic system. drag coefficient and pitching moment coefficient ; through the lift coefficient The lift coefficient of a single elevator was calculated. ,in, This is the ratio of the area of a single elevator to the total area of the elevators; through the drag coefficient. The drag coefficient of a single elevator was calculated. ; through the pitch moment The pitch moment of a single elevator was calculated. ,in, This is the ratio of the longitudinal distance from the aerodynamic center of a single elevator to the aircraft's center of gravity to the longitudinal distance from the combined aerodynamic center of all elevators to the aircraft's center of gravity; it also sets the lateral force coefficient for a single elevator. ; Calculate the roll moment coefficient of a single elevator. ,in, for Projection in the body axis system This is the ratio of the distance from the aerodynamic center of a single elevator to the aircraft's plane of symmetry to the aircraft's reference span. For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is ; Calculate the yaw moment coefficient of a single elevator. ,in, for Projection in the body axis system For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is .
[0017] In specific implementation, the following steps are used to calculate the aircraft's state parameters for the next moment using a six-degree-of-freedom simulation model based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters: By inputting the control surface deflection and the six-component aerodynamic parameters for each elevator, the net external force and net external torque acting on the aircraft are calculated, where, , The net external force acting on the aircraft. The net external torque acting on the aircraft. , , , and These are the acceleration vector, velocity vector, angular velocity vector, angular momentum vector, and moment of inertia matrix, respectively. As an inertial frame of reference, For the aircraft body shaft system, m For mass; the state parameters of the aircraft at the previous moment, the resultant external force and the resultant external torque are input into the six-degree-of-freedom solution component to obtain the state parameters of the aircraft at the next moment. The state parameters include the three-axis angular rate, Euler angle, velocity, angle of attack, sideslip, flight altitude, engine throttle lever and other control surface deflection angles.
[0018] In specific implementation, the following steps are used to input the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and the control surface deflection of each elevator is output through the control surface actuator model: The following operations are performed on a single control surface: The actuator load is calculated based on the control surface hinge torque and actuator lever arm; the theoretical speed of the actuator output shaft at the current moment is calculated by interpolation based on the correspondence between the actuator load and the actuator output shaft speed; the angle difference between the target deflection of the control surface and the current deflection of the control surface is calculated, the deflection direction of the control surface is determined based on the angle difference, the deflection direction is multiplied by the actuator output shaft speed to obtain the theoretical speed of the output shaft; the theoretical speed of the output shaft is multiplied proportionally by the deflection speed. The actual deflection speed of the control surface actuator under fault mode is calculated; the actual deflection speed is substituted into the integrator to calculate the travel of the control surface actuator at the next moment, wherein the upper and lower limits of the integrator are set as the upper and lower limits of the travel of the control surface actuator; the control surface deflection angle at the next moment is calculated by back-calculating the control surface deflection angle at the corresponding moment through the control surface actuator travel; a tolerance threshold is determined, and when the absolute value of the deflection angle difference is less than the tolerance threshold, the control surface deflection angle at the next moment is used as the control surface deflection angle of each elevator, and the control surface of the elevator stops deflecting.
[0019] In specific implementation, the following steps are used to obtain the engine throttle state and propeller rotation speed, and to dynamically correct the six-component aerodynamic parameters of the single elevator based on the throttle state and rotation speed, thereby generating the corrected six-component aerodynamic parameters: The engine throttle state and propeller rotation speed are obtained; the propeller slipstream speed is calculated based on the throttle state and rotation speed; the aircraft vacuum speed is obtained, and the slipstream influence coefficient is calculated based on the propeller slipstream speed and vacuum speed, wherein the slipstream influence coefficient is the square of the ratio of the propeller slipstream speed to the vacuum speed; based on the slipstream influence coefficient, the six-component aerodynamic parameters are dynamically corrected to generate corrected six-component aerodynamic parameters.
[0020] In specific implementation, the following steps are used to dynamically correct the six-component aerodynamic parameters based on the slipstream influence coefficient, thereby generating the corrected six-component aerodynamic parameters: Multiply the lift coefficient by the slipstream influence coefficient to generate the corrected lift coefficient; multiply the drag coefficient by the slipstream influence coefficient to generate the corrected drag coefficient; multiply the pitching moment coefficient by the slipstream influence coefficient to generate the corrected pitching moment coefficient; multiply the side force coefficient by the slipstream influence coefficient to generate the corrected side force coefficient; multiply the roll moment coefficient by the slipstream influence coefficient to generate the corrected roll moment coefficient; multiply the yaw moment coefficient by the slipstream influence coefficient to generate the corrected yaw moment coefficient.
[0021] In one embodiment of the present invention, the optimized elevator fault simulation method includes the following steps: Step 1: Establish a six-degree-of-freedom simulation model for the aircraft.
[0022] Based on the equilibrium relationship of forces and moments in the three channels, a six-degree-of-freedom equilibrium equation for the aircraft is constructed. Using this equation as a basis, an aircraft dynamics simulation model is built, including modules for calculating net external forces and net moments, and a six-degree-of-freedom solution module. Figure 2 As shown.
[0023] The model's inputs are the deflection angle of each elevator, the aircraft's state parameters at the previous moment (such as three-axis angular rates, Euler angles, speed, angle of attack, sideslip, flight altitude, etc.), and other necessary inputs (such as the deflection angles of the engine throttle lever and other control surfaces), and the output is the aircraft's state parameters at the next moment.
[0024] The equations for calculating the resultant external force and resultant moment are as follows: .
[0025] in, and The net external forces and torques acting on the aircraft. , , , and These are the acceleration vector, velocity vector, angular velocity vector, angular momentum vector, and moment of inertia matrix, respectively. As an inertial frame of reference, For the aircraft body shaft system, m For quality.
[0026] Based on the net external force and torque, as well as the aircraft state parameters at the previous moment, the aircraft state parameters at the next moment can be solved.
[0027] Step 2: Refine the aerodynamic parameters of the elevator.
[0028] Replace the longitudinal three-component aerodynamic parameters of all elevators with the six-component aerodynamic parameters of each elevator. If there is no readily available six-component data for a single elevator, the six-component aerodynamic parameters are given by an approximation method.
[0029] The six-component aerodynamic data of each elevator (calculated by specialized software) is superimposed to replace the overall three-component aerodynamic data of all elevators. If the six-component aerodynamic parameters of a single elevator are not readily available, they can be approximated using the following formula (e.g., Figure 3 As shown, taking the left elevator as an example):
[0030] in, This is the ratio of the area of a single elevator to the total area of the elevator. "The longitudinal distance from the aerodynamic center of a single elevator to the aircraft's center of gravity ( "Direction) distance" and "the longitudinal distance of the combined aerodynamic center of all elevators from the aircraft's center of gravity (direction)" The ratio of "direction" to "distance"; The distance from the aerodynamic center of a single elevator to the plane of symmetry of the aircraft ( The ratio of "direction" to "aircraft reference span"; The ">" sign indicates the polarity of the torque. The left elevator is marked with a "+", and the right elevator with a "-"; for The left elevator is marked with "-", and the right elevator is marked with "+". and for and Projection into the body axis system.
[0031] Step 3: Plan elevator failure modes.
[0032] Different elevator faults can be set by "setting different fault modes and changing the deflection rate of the actuator and the target deflection angle of the control surface".
[0033] The fault numbers are: 0 (normal), 1 (stuck), 2 (half speed yaw), 3 (return to center), 4 (sudden yaw), and 5 (damping). "Rate" represents the deflection rate ratio, which is 0 when "stuck", 0.5 when "half speed deflection", and 1 in other states; “Goal” indicates the target deflection of the control surface. It is 0 when “returning to center”, “Deflex” when “sharp”, “Damping” when “damped”, and “KZL” when “damped”.
[0034] Step 4: Integrate elevator failure modes, establish a control surface actuator model, and output the control surface deflection of each elevator.
[0035] Based on the correspondences of "actuator hinge torque - actuator load", "actuator load - actuator output shaft speed", "target deflection angle - current deflection angle", and "actuator travel - rudder deflection", and combined with the deflection rate and target deflection angle of the elevator under different fault modes, an elevator actuator model is established. The real-time deflection angle of each elevator component is then output.
[0036] The main inputs to the control surface actuator module include control surface hinge torque (Mh), current control surface deflection (Now), target control surface deflection (Goal), and deflection rate ratio (Rate). The output of the control surface actuator module is the control surface deflection angle (Next) of each elevator at the next moment.
[0037] The process of constructing the control surface actuator model is as follows: a) The load on the actuator is calculated based on the hinge torque Mh of the rudder surface and the actuator lever arm Arm. b) Based on the correspondence between the actuator load and the actuator output shaft speed, the theoretical speed of the actuator output shaft at this moment, |SpeedTheory|, is obtained by interpolation. c) Determine the deflection direction of the control surface based on the difference Delta between the target deflection angle Goal and the current deflection angle Now, and multiply it by the actuator output shaft speed to obtain the theoretical speed SpeedTheory of the output shaft. d) Multiply the theoretical speed of the output shaft SpeedTheory by the deflection rate ratio Rate to obtain the actual deflection speed Speed of the actuator in fault mode; e) Substitute the actual deflection speed Speed into the integrator to obtain the actuator stroke at the next moment. The upper and lower limits of the integrator are the upper and lower limits of the actuator stroke. f) Calculate the next moment's control surface deflection angle (Next) by using the correspondence between the control surface actuator stroke and the control surface deflection. g) Determine the convergence criterion: when the absolute value of the difference between the target value and the current value, Delta, is less than a tolerance value, DeadZone, output the target deflection angle Goal on the rudder surface, and the rudder deflection stops.
[0038] Step 5: Dynamically correct the six-component aerodynamic parameters of the individual elevator based on the throttle position and rotational speed.
[0039] Existing aircraft simulation models, especially general-purpose models, often neglect the significant impact of propeller slipstream on the tail aerodynamic environment, or only perform static and rough estimations. For propeller aircraft, changes in engine power (throttle position) and speed can drastically alter the speed and direction of airflow over the tail, thus directly affecting the aerodynamic efficiency of the elevator.
[0040] This invention proposes a real-time, quantitative, and full-component dynamic correction method. By establishing a complete calculation chain of "throttle state - propeller speed - slipstream speed - slipstream influence coefficient" and applying this coefficient to all six aerodynamic components, the simulation model can accurately reflect the strong coupling relationship between engine operating conditions and elevator aerodynamic performance.
[0041] During takeoff, go-around, or low-speed, high-power climb, the engine operates at high power, and the propeller slipstream speed is much greater than the aircraft's vacuum speed, resulting in the most significant "blowing" effect on the tail. Elevator failure during these critical phases leads to a drastically different flight response compared to the cruise phase. By correcting for six aerodynamic components, the simulation model accurately simulates that elevator control is more efficient under high power conditions, producing a larger pitch control torque for the same yaw angle; if a failure occurs (such as a sharp yaw), the aircraft's pitch response will be more severe; when the throttle changes rapidly (such as during engine failure or pilot throttle reduction), the slipstream influence coefficient dynamically decreases, and elevator effectiveness instantaneously decreases. The simulation model can capture this crucial transient process, thus more realistically predicting the aircraft's dynamic response.
[0042] This makes emergency response procedures based on simulation results more instructive, especially suitable for the development of flight manuals and pilot training.
[0043] At the same time, all six components (three forces and three moments) are corrected, not just the traditional longitudinal component. This means that the propeller slipstream affects not only the elevator's lift and pitch moment, but also the drag, lateral force, roll moment, and yaw moment it generates. This is crucial for simulating the lateral coupling effect exacerbated by the slipstream when simulating asymmetric faults (such as unilateral jamming).
[0044] Using the square of the slipstream velocity to vacuum velocity ratio as the influence coefficient has a clear physical meaning (related to the dynamic pressure ratio), making the correction amount calculable and predictable, rather than an empirical fuzzy adjustment, thus enhancing the model's engineering practicality and theoretical rigor. Furthermore, the correction scheme is dynamic, automatically adjusting the correction amount based on real-time flight parameters (throttle, engine speed, airspeed), ensuring high accuracy throughout the entire flight envelope, rather than being applicable only to a specific operating condition.
[0045] Step 6: Connect to simulation calculations and perform elevator fault simulation.
[0046] The real-time control surface deflection angle of each elevator is output and input into the aircraft's six-degree-of-freedom simulation model to perform theoretical simulation of elevator failure.
[0047] In this embodiment, a computer device is provided, such as... Figure 3As shown, it includes a memory 301, a processor 302, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the simulation method for any of the above-mentioned medium-sized propeller aircraft elevator failures.
[0048] Specifically, the computer device can be a computer terminal, a server, or a similar computing device.
[0049] In this embodiment, a computer-readable storage medium is provided, which stores a computer program that performs the simulation method for any of the above-described medium-sized propeller aircraft elevator failures.
[0050] Specifically, computer-readable storage media include both permanent and non-permanent, removable and non-removable media, which can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable storage media do not include transient media, such as modulated data signals and carrier waves.
[0051] Based on the same inventive concept, this invention also provides a simulation device for elevator failure in a medium-sized propeller aircraft, as described in the following embodiments. Since the principle of the simulation device for elevator failure in a medium-sized propeller aircraft is similar to the simulation method for elevator failure in a medium-sized propeller aircraft, the implementation of the simulation device can refer to the implementation of the simulation method for elevator failure in a medium-sized propeller aircraft, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.
[0052] Figure 4 This is a structural block diagram of a simulation device for elevator failure in a medium-sized propeller aircraft according to an embodiment of the present invention, such as... Figure 4As shown, it includes: a fault mode setting module 401, a control surface deflection output module 402, a six-component aerodynamic parameter estimation module 403, an aerodynamic parameter correction module 404, and a state simulation module 405. The structure is described below.
[0053] The fault mode setting module 401 is used to set the fault modes of the elevator, and to set the deflection rate ratio and the target deflection of the control surface for each fault mode of the elevator. The fault modes include jamming, half-speed deflection, return to center, sharp deflection and damping. The control surface deflection output module 402 is used to establish a control surface actuator model, input the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio to the control surface actuator model, and output the control surface deflection of each elevator through the control surface actuator model. The six-component aerodynamic parameter estimation module 403 is used to obtain the six-component aerodynamic parameters of a single elevator. If the parameters cannot be obtained, the six-component aerodynamic parameters of a single elevator are estimated by using the longitudinal three-component aerodynamic parameters of the entire elevator. The aerodynamic parameter correction module 404 is used to obtain the throttle state of the engine and the rotational speed of the propeller, and dynamically correct the six-component aerodynamic parameters of the single elevator according to the throttle state and the rotational speed to generate the corrected six-component aerodynamic parameters. The state simulation module 405 is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's six-degree-of-freedom simulation calculation model based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, and the state parameters of the aircraft at the previous moment.
[0054] In one embodiment, the fault mode setting module includes: Angle setting unit is used to acquire the target command output by the aircraft control law and set the yaw angle and damped target yaw angle; The jamming setting unit is used to set the deflection rate ratio to 0 and the target deflection of the control surface to the target command when the elevator's fault mode is jamming. A half-speed setting unit is used to set the deflection rate ratio to 0.5 and the target deflection of the control surface to the target command when the elevator's fault mode is the half-speed deflection. The centering setting unit is used to set the deflection rate ratio to 1 and the target deflection of the control surface to 0 when the elevator's failure mode is the centering. A yaw setting unit is used to set the deflection rate ratio to 1 and the target deflection of the control surface to the yaw angle when the elevator's fault mode is the yaw. The damping setting unit is used to set the deflection rate ratio to 1 and the target deflection of the control surface to the target deflection angle of the damping when the elevator's fault mode is the damping.
[0055] In one embodiment, the control surface deflection output module includes: The loop unit is used to perform the following operations on a single control surface: The actuator load calculation unit is used to calculate the actuator load based on the rudder hinge torque and the actuator lever arm. The theoretical rate calculation unit is used to calculate the theoretical rate of the actuator output shaft at the current moment by interpolation based on the correspondence between the actuator load and the actuator output shaft rate. The theoretical speed calculation unit is used to calculate the angle difference between the target deflection of the control surface and the current deflection of the control surface, determine the deflection direction of the control surface based on the angle difference, and multiply the deflection direction by the actuator output shaft rate to obtain the theoretical speed of the output shaft. The actual deflection speed calculation unit is used to multiply the theoretical speed of the output shaft by the deflection rate ratio to calculate the actual deflection speed of the control surface actuator under fault mode. The actuator stroke calculation unit is used to substitute the actual deflection speed into the integrator to calculate the stroke of the control surface actuator at the next moment, wherein the upper and lower limits of the integrator are set as the upper and lower limits of the stroke of the control surface actuator. The rudder deflection angle back calculation unit is used to back calculate the rudder deflection angle at the next moment by using the rudder actuator stroke and the corresponding relationship. The control surface deflection calculation unit is used to determine the tolerance threshold. When the absolute value of the deflection angle difference is less than the tolerance threshold, the control surface deflection at the next moment is used as the control surface deflection of each elevator, and the control surface of the elevator stops deflecting.
[0056] In one embodiment, the six-component aerodynamic parameter estimation module includes: The full control surface coefficient acquisition unit is used to obtain the lift coefficient of the elevator from the aircraft's aerodynamic system. drag coefficient and pitching moment coefficient ; The lift coefficient calculation unit is used to calculate the lift coefficient. The lift coefficient of a single elevator was calculated. ,in, This is the ratio of the area of a single elevator to the total area of the elevators. The drag coefficient calculation unit is used to calculate the drag coefficient. The drag coefficient of a single elevator was calculated. ; The pitch moment calculation unit is used to calculate the pitch moment. The pitch moment of a single elevator was calculated. ,in, It is the ratio of the longitudinal distance of the aerodynamic center of a single elevator from the aircraft's center of gravity to the longitudinal distance of the combined aerodynamic center of all elevators from the aircraft's center of gravity. The side force coefficient calculation unit is used to set the side force coefficient for a single elevator. ; The roll moment coefficient calculation unit is used to calculate the roll moment coefficient of a single elevator. ,in, for Projection in the body axis system This is the ratio of the distance from the aerodynamic center of a single elevator to the aircraft's plane of symmetry to the aircraft's reference span. For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is ; The yaw moment coefficient calculation unit is used to calculate the yaw moment coefficient of a single elevator. ,in, for Projection in the body axis system For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is .
[0057] In one embodiment, the pneumatic parameter correction module includes: The data acquisition unit is used to acquire the engine throttle status and the propeller rotation speed; The propeller slipstream speed calculation unit is used to calculate the propeller slipstream speed based on the throttle state and the rotation speed. The slipstream influence coefficient calculation unit is used to obtain the vacuum speed of the aircraft and calculate the slipstream influence coefficient based on the propeller slipstream speed and the vacuum speed, wherein the slipstream influence coefficient is the square of the ratio of the propeller slipstream speed to the vacuum speed. The parameter correction unit is used to dynamically correct the six-component aerodynamic parameters based on the slipstream influence coefficient, and generate the corrected six-component aerodynamic parameters.
[0058] In one embodiment, the parameter correction unit is further configured to multiply the lift coefficient by the slipstream influence coefficient to generate a corrected lift coefficient; multiply the drag coefficient by the slipstream influence coefficient to generate a corrected drag coefficient; multiply the pitching moment coefficient by the slipstream influence coefficient to generate a corrected pitching moment coefficient; multiply the side force coefficient by the slipstream influence coefficient to generate a corrected side force coefficient; multiply the roll moment coefficient by the slipstream influence coefficient to generate a corrected roll moment coefficient; and multiply the yaw moment coefficient by the slipstream influence coefficient to generate a corrected yaw moment coefficient.
[0059] In one embodiment, the state simulation module includes: The resultant external force and resultant external moment calculation unit is used to input the control surface deflection and the six-component aerodynamic parameters of each elevator, and calculate the resultant external force and resultant external moment acting on the aircraft. , The net external force acting on the aircraft. The net external torque acting on the aircraft. , , , and These are the acceleration vector, velocity vector, angular velocity vector, angular momentum vector, and moment of inertia matrix, respectively. As an inertial frame of reference, For the aircraft body shaft system, m For quality; The state calculation unit is used to input the state parameters of the aircraft at the previous moment, the resultant external force, and the resultant external torque into the six-degree-of-freedom calculation component to obtain the state parameters of the aircraft at the next moment. The state parameters include the three-axis angular rate, Euler angle, velocity, angle of attack, sideslip, flight altitude, engine throttle lever, and the deflection angle of other control surfaces.
[0060] The embodiments of the present invention achieve the following technical effects: To address the issues of existing elevator models being coarse and poor consistency between theoretical simulations and real aircraft, this paper proposes to replace the overall three-component aerodynamic data of all elevators with six-component aerodynamic data of each elevator, add a control surface actuator model, and integrate control surface faults into the actuator model based on fault similarity. This makes the elevator fault simulation closer to the actual flight control system response and increases the consistency between theoretical simulations and real aircraft.
[0061] Obviously, those skilled in the art should understand that the modules or steps of the above-described embodiments of the present invention can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the embodiments of the present invention are not limited to any particular hardware and software combination.
[0062] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A simulation method for elevator failure in a medium-sized propeller aircraft, characterized in that, include: Set the elevator failure modes, and set the deflection rate ratio and the target deflection of the control surface for each elevator failure mode, wherein the failure modes include jamming, half-speed deflection, return to center, sharp deflection and damping. Establish a control surface actuator model, input the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and output the control surface deflection of each elevator through the control surface actuator model; Obtain the six-component aerodynamic parameters of a single elevator. If these parameters cannot be obtained, estimate the six-component aerodynamic parameters of a single elevator using the longitudinal three-component aerodynamic parameters of the entire elevator. The engine throttle state and propeller rotation speed are obtained, and the six-component aerodynamic parameters of the single elevator are dynamically corrected based on the throttle state and the rotation speed to generate the corrected six-component aerodynamic parameters. Based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, the state parameters of the aircraft at the next moment are obtained by simulating the state parameters of the aircraft at the previous moment using the six-degree-of-freedom simulation model of the aircraft.
2. The simulation method for elevator failure in a medium-sized propeller aircraft as described in claim 1, characterized in that, Set the deflection rate ratio and target deflection of the control surface for each elevator failure mode, including: Obtain the target command output by the aircraft control law, and set the yaw angle and damped target yaw angle; When the elevator's fault mode is the jamming, the deflection rate ratio is set to 0, and the target deflection of the control surface is set to the target command. When the elevator's fault mode is the half-speed yaw, the yaw rate ratio is set to 0.5, and the target deflection of the control surface is set to the target command. When the elevator's fault mode is the return to center, the deflection rate ratio is set to 1, and the target deflection of the control surface is set to 0. When the elevator's fault mode is the sharp yaw, the yaw rate ratio is set to 1, and the target deflection of the control surface is set to the sharp yaw angle. When the elevator's fault mode is the damping, the deflection rate ratio is set to 1, and the target deflection of the control surface is set to the damping target deflection angle.
3. The simulation method for elevator failure in a medium-sized propeller aircraft as described in claim 1, characterized in that, The six-component aerodynamic parameters of a single elevator are estimated using the longitudinal three-component aerodynamic parameters of the entire elevator system, including: Obtain the lift coefficient of the elevator from the aircraft's aerodynamic system. drag coefficient and pitching moment coefficient ; Through the lift coefficient The lift coefficient of a single elevator was calculated. ,in, This is the ratio of the area of a single elevator to the total area of the elevators. Through the drag coefficient The drag coefficient of a single elevator was calculated. ; Through the pitch moment The pitch moment of a single elevator was calculated. ,in, It is the ratio of the longitudinal distance of the aerodynamic center of a single elevator from the aircraft's center of gravity to the longitudinal distance of the combined aerodynamic center of all elevators from the aircraft's center of gravity. Set the side force coefficient for a single elevator. ; Calculate the roll moment coefficient of a single elevator. ,in, for Projection in the body axis system This is the ratio of the distance from the aerodynamic center of a single elevator to the aircraft's plane of symmetry to the aircraft's reference span. For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is ; Calculate the yaw moment coefficient of a single elevator. ,in, for Projection in the body axis system For torque polarity, When the elevator is the left elevator, the torque polarity is When the elevator is the right elevator, the torque polarity is .
4. The simulation method for elevator failure of a medium-sized propeller aircraft as described in claim 1, characterized in that, Based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, the aircraft's state parameters for the next moment are calculated using a six-degree-of-freedom simulation model through simulation of the aircraft's state parameters at the previous moment, including: By inputting the control surface deflection and the six-component aerodynamic parameters for each elevator, the net external force and net external torque acting on the aircraft are calculated, where, , The net external force acting on the aircraft. The net external torque acting on the aircraft. , , , and These are the acceleration vector, velocity vector, angular velocity vector, angular momentum vector, and moment of inertia matrix, respectively. As an inertial frame of reference, For the aircraft body shaft system, m For quality; The state parameters of the aircraft at the previous moment, the resultant external force, and the resultant external torque are input into the six-degree-of-freedom solution component to obtain the state parameters of the aircraft at the next moment. The state parameters include the three-axis angular rate, Euler angle, velocity, angle of attack, sideslip, flight altitude, engine throttle lever, and the deflection angle of other control surfaces.
5. The simulation method for elevator failure in a medium-sized propeller aircraft as described in claim 1, characterized in that, The control surface hinge torque, current control surface deflection, target control surface deflection, and deflection rate ratio are input into the control surface actuator model. The control surface actuator model outputs the control surface deflection of each elevator, including: Perform the following operations on a single control surface: The load on the actuator is calculated based on the hinge torque of the rudder surface and the actuator lever arm. The theoretical speed of the actuator output shaft at the current moment is calculated by interpolation based on the correspondence between the load on the actuator and the speed of the actuator output shaft. Calculate the angle difference between the target deflection of the control surface and the current deflection of the control surface, determine the deflection direction of the control surface based on the angle difference, and multiply the deflection direction by the actuator output shaft speed to obtain the theoretical speed of the output shaft. The actual deflection speed of the control surface actuator under fault mode is calculated by multiplying the theoretical speed of the output shaft by the ratio of the deflection rate. The actual deflection speed is substituted into the integrator to calculate the stroke of the control surface actuator at the next moment, wherein the upper and lower limits of the integrator are set as the upper and lower limits of the stroke of the control surface actuator. The deflection angle of the control surface at the next moment can be calculated by inversely using the corresponding relationship between the travel of the control surface actuator and the control surface. A tolerance threshold is determined. When the absolute value of the angle difference is less than the tolerance threshold, the control surface deflection at the next moment is taken as the control surface deflection of each elevator, and the control surface of the elevator stops deflecting.
6. The simulation method for elevator failure of a medium-sized propeller aircraft as described in claim 1, characterized in that, The engine throttle position and propeller rotation speed are acquired. Based on the throttle position and rotation speed, the six-component aerodynamic parameters of the individual elevator are dynamically corrected to generate corrected six-component aerodynamic parameters, including: Obtain the engine throttle status and propeller rotation speed; The propeller slipstream speed is calculated based on the throttle state and the rotational speed. The vacuum speed of the aircraft is obtained, and the slipstream influence coefficient is calculated based on the propeller slipstream speed and the vacuum speed, wherein the slipstream influence coefficient is the square of the ratio of the propeller slipstream speed to the vacuum speed. Based on the slipstream influence coefficient, the six-component aerodynamic parameters are dynamically corrected to generate the corrected six-component aerodynamic parameters.
7. The simulation method for elevator failure of a medium-sized propeller aircraft as described in claim 6, characterized in that, Based on the slipstream influence coefficient, the six-component aerodynamic parameters are dynamically corrected to generate corrected six-component aerodynamic parameters, including: Multiply the lift coefficient by the slipstream influence coefficient to generate the corrected lift coefficient; Multiply the drag coefficient by the slip flow influence coefficient to generate the corrected drag coefficient; Multiply the pitching moment coefficient by the slipstream influence coefficient to generate the corrected pitching moment coefficient; Multiply the lateral force coefficient by the slip flow influence coefficient to generate the corrected lateral force coefficient; The rolling moment coefficient is multiplied by the slip flow influence coefficient to generate the corrected rolling moment coefficient; The yaw moment coefficient is multiplied by the slipstream influence coefficient to generate the corrected yaw moment coefficient.
8. A simulation device for elevator failure in a medium-sized propeller aircraft, characterized in that, include: The fault mode setting module is used to set the fault modes of the elevator, and to set the deflection rate ratio and the target deflection of the control surface for each fault mode of the elevator. The fault modes include jamming, half-speed deflection, return to center, sharp deflection and damping. The control surface deflection output module is used to establish a control surface actuator model. It inputs the control surface hinge torque, the current control surface deflection, the target control surface deflection, and the deflection rate ratio into the control surface actuator model, and outputs the control surface deflection of each elevator through the control surface actuator model. The six-component aerodynamic parameter estimation module is used to obtain the six-component aerodynamic parameters of a single elevator. If the parameters cannot be obtained, the six-component aerodynamic parameters of a single elevator are estimated by using the longitudinal three-component aerodynamic parameters of the entire elevator. The aerodynamic parameter correction module is used to obtain the engine throttle state and the propeller rotation speed, and dynamically correct the six-component aerodynamic parameters of the single elevator according to the throttle state and the rotation speed, so as to generate the corrected six-component aerodynamic parameters. The state simulation module is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's six-degree-of-freedom simulation calculation model based on the control surface deflection of each elevator and the corrected six-component aerodynamic parameters, and the state parameters of the aircraft at the previous moment.
9. 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 computer program, it implements a simulation method for elevator failure of a medium-sized propeller aircraft as described in any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that performs a simulation method for elevator failure of a medium-sized propeller aircraft as described in any one of claims 1 to 7.