Simulation method and device for rudder fault of medium-sized propeller-driven aircraft, computer equipment and medium

Abstract

The embodiment of the invention provides a simulation method and device for a rudder fault of a medium-sized propeller-driven aircraft, computer equipment and a medium, and the method comprises the following steps: setting a deflection rate proportion and a control surface target skewness for a fault mode of each rudder; inputting the control surface hinge moment, the control surface current skewness, the control surface target skewness and the deflection rate proportion into a control surface actuator model, and outputting the control surface skewness of each rudder; estimating six-component aerodynamic parameters of the upper rudder and the lower rudder; obtaining a current rudder efficiency attenuation coefficient according to the real-time angle of attack, and generating corrected rudder surface skewness; according to the corrected skewness of the control surface and the six-component aerodynamic parameters, the state parameters of the airplane at the next moment are obtained through simulation calculation of the state parameters of the airplane at the previous moment by means of the six-degree-of-freedom simulation calculation model of the airplane. According to the scheme, through rudder fault simulation, the consistency of a rudder fault simulation model and an airplane real fault mode is effectively improved.

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 rudder 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 rudder is responsible for pitch and attitude control, directly impacting flight safety. However, in actual use, the rudder 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 rudder failure 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 rudder failures, it is possible to predict the flight response after a rudder failure and formulate emergency response procedures. However, existing simulation methods still have certain limitations when dealing with rudder failures, such as ignoring the response delay of the flight control system, not using actuator models or overly simplifying actuator models, and having a single control surface failure mode. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide a simulation method for rudder failure in a medium-sized propeller aircraft, to solve the technical problems of coarse rudder failure models and poor consistency between theoretical simulations and real aircraft models in the prior art. The method includes: Set the rudder failure modes, and set the deflection rate ratio and target deflection of the rudder surface for each rudder failure mode. The rudder failure modes include jamming, half-speed deflection, return to center, sharp deflection, damped and non-command oscillation. Establish a rudder surface actuator model, input the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio into the rudder surface actuator model, and output the rudder surface deflection for each direction through the rudder surface actuator model; Obtain the six-component aerodynamic parameters of the upper and lower rudder. If these parameters cannot be obtained, estimate the six-component aerodynamic parameters of the upper and lower rudder separately using the three-component aerodynamic parameters of the overall rudder. The aircraft's real-time angle of attack is obtained, the current rudder effectiveness attenuation coefficient is obtained based on the real-time angle of attack, the rudder surface deflection is corrected based on the rudder effectiveness attenuation coefficient, and the corrected rudder surface deflection is generated. Based on the corrected control surface deflection and the 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.

[0006] This invention also provides a simulation device for rudder failure in a medium-sized propeller aircraft, addressing the technical problems of coarse rudder 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 mode of the rudder. For each fault mode of the rudder, the deflection rate ratio and the target deflection of the rudder surface are set. The fault modes of the rudder are jamming, half-speed deflection, return to center, sharp deflection, damping and non-command oscillation. The rudder surface deflection output module is used to establish a rudder surface actuator model. It inputs the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio into the rudder surface actuator model, and outputs the rudder surface deflection of each rudder direction through the rudder surface actuator model. The six-component aerodynamic parameter estimation module is used to obtain the six-component aerodynamic parameters of the upper and lower rudders. If these parameters cannot be obtained, the six-component aerodynamic parameters of the upper and lower rudders are estimated separately using the three-component aerodynamic parameters of the overall rudder. The control surface deflection correction module is used to obtain the real-time angle of attack of the aircraft, obtain the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection. The state simulation module is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's state parameters at the previous moment through simulation calculation based on the corrected control surface deflection and the six-component aerodynamic parameters and the six-degree-of-freedom aircraft simulation calculation model.

[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 any medium-sized propeller aircraft rudder failure, thereby solving the technical problems in the prior art of coarse rudder 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 any of the above-described medium-sized propeller aircraft rudder failures, in order to solve the technical problems in the prior art of coarse rudder 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: This effectively improves the consistency between the rudder fault simulation model and the actual aircraft fault modes. 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 rudder failure in 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 rudder 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 rudder 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 rudder failure in a medium-sized propeller aircraft is provided, such as... Figure 1 As shown, the method includes: Step S101: Set the rudder failure mode, and set the deflection rate ratio and target deflection of the rudder surface for each rudder failure mode. The rudder failure modes include jamming, half-speed deflection, return to center, sharp deflection, damping and non-command oscillation. Step S102: Establish a rudder surface actuator model, input the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio into the rudder surface actuator model, and output the rudder surface deflection of each rudder direction through the rudder surface actuator model; Step S103: Obtain the six-component aerodynamic parameters of the upper and lower rudder. If they cannot be obtained, estimate the six-component aerodynamic parameters of the upper and lower rudder respectively using the three-component aerodynamic parameters of the overall rudder. Step S104: Obtain the real-time angle of attack of the aircraft, obtain the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection. Step S105: Based on the corrected control surface deflection and the 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 rudder surface for each type of rudder failure mode: The system acquires the target command output by the aircraft control law and sets the sharp yaw angle, damped target yaw angle, and oscillation target yaw angle. When the rudder fault 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 rudder fault 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 rudder fault 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 rudder fault 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 rudder fault mode is "damped," the yaw rate ratio is set to 1, and the control surface target deflection is set to the damped target yaw angle. When the rudder fault mode is "non-commanded oscillation," the yaw rate ratio is set to 1, and the control surface target deflection is set to the oscillation target yaw angle.

[0016] In practice, the six-component aerodynamic parameters of the upper and lower rudders are obtained through the following steps. If these parameters cannot be obtained, the six-component aerodynamic parameters of the upper and lower rudders are estimated separately using the overall three-component aerodynamic parameters of the rudder: Obtain the overall drag coefficient of the rudder from the aircraft's aerodynamic system. Lateral force coefficient Rolling torque coefficient and yaw moment coefficient Set the lift coefficient of the upward rudder. ; through drag coefficient The drag coefficient of the upward rudder is calculated. ,in, The ratio of the upward rudder drag and side force parameters to the total rudder drag and side force; the pitching moment coefficient of the upward rudder is set. Set the lateral force coefficient of the upper rudder. ; through the rolling moment coefficient The rolling moment coefficient of the upper rudder is calculated. ,in, The percentage of the rolling moment parameter generated by the rudder; through the yaw moment coefficient The yaw moment coefficient of the upper rudder is calculated. ,in, Set the percentage of the yaw moment generated by the upper rudder; set the lift coefficient of the lower rudder. ; through drag coefficient The drag coefficient of the rudder was calculated. ,in, Set the ratio of the downward rudder drag and side force parameters to the total rudder drag and side force; set the pitching moment coefficient of the downward rudder. Set the lateral force coefficient of the rudder. ; through the rolling moment coefficient The rolling moment coefficient of the rudder was calculated. ,in, The percentage of the rolling moment parameter generated by the rudder downwards; through the yaw moment coefficient The yaw moment coefficient of the rudder was calculated. ,in, This represents the percentage of the yaw moment parameter generated by the downward rudder.

[0017] In specific implementation, the following steps are used to obtain the aircraft's state parameters for the next moment by using a six-degree-of-freedom simulation model based on the corrected control surface deflection and the six-component aerodynamic parameters: By inputting the corrected control surface deflection and the six-component aerodynamic parameters, the net external force and net external torque acting on the aircraft are calculated, wherein... , 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 rudder hinge torque, the current rudder deflection, the target rudder deflection, and the deflection rate ratio into the rudder actuator model, and the rudder deflection for each direction is output through the rudder 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 fed 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 correspondence between the control surface actuator travel and the above; 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 at the next moment is used as the control surface deflection of each rudder, and the control surface of the rudder stops deflecting.

[0019] In specific implementation, the following steps are used to obtain the aircraft's real-time angle of attack, obtain the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection: After establishing the control surface actuator model and outputting the control surface deflection of each rudder through the control surface actuator model: obtain the real-time angle of attack of the aircraft; based on the real-time angle of attack, query the preset rudder effectiveness attenuation coefficient mapping table to obtain the current rudder effectiveness attenuation coefficient; multiply the control surface deflection of the rudder output by the control surface actuator model with the rudder effectiveness attenuation coefficient to calculate the attenuated actual control surface deflection of the rudder; input the attenuated actual control surface deflection of the rudder into the six-degree-of-freedom simulation calculation model of the aircraft.

[0020] In specific implementation, the following steps are used to query a preset rudder effectiveness attenuation coefficient mapping table based on the real-time angle of attack to obtain the current rudder effectiveness attenuation coefficient: Obtain the aircraft's real-time sideslip angle; based on the real-time angle of attack and the real-time sideslip angle, query a preset two-dimensional rudder effectiveness attenuation coefficient mapping table based on angle of attack and sideslip angle, and calculate the current rudder effectiveness attenuation coefficient through interpolation.

[0021] In one embodiment of the present invention, the optimized rudder 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 include the deflection angle of each rudder, the aircraft's state parameters at the previous moment (such as the three-axis angular rate, Euler angle, 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). 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 inertia matrix, velocity inertia matrix, angular velocity inertia matrix, and rotational inertia matrix of the aircraft body axis system, respectively, with subscripts... and These represent the inertial frame of reference and the Earth's axis frame, respectively.

[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 rudder.

[0028] The rudder has two sections, one above and one below. The effects of the front and rear rudder sections are not considered, nor are the lift and pitch moment parameters generated by the rudder. If readily available six-component data for a single rudder are unavailable, the following formula can be used to approximate the rudder's aerodynamic parameters: Lift coefficient of the upper rudder ; drag coefficient of the upper rudder ,in, The ratio of the upward rudder drag and side force parameters to the total rudder drag and side force (the ratio of the upward rudder drag and side force parameters to the total rudder drag and side force). pitch moment coefficient of the upper rudder ; Side force coefficient of the upper rudder ; Rolling moment coefficient of the upper rudder ,in, The percentage of the rolling moment parameter generated by the upper rudder (the ratio of the product of the upper rudder area and the vertical distance between the upper rudder aerodynamic center and the aircraft's center of gravity to the product of the total rudder area and the vertical distance between the total rudder aerodynamic center and the aircraft's center of gravity). Yaw moment coefficient of the upper rudder ,in, The percentage of yaw moment parameters generated by the upper rudder (the ratio of the product of the upper rudder area and the longitudinal distance between the upper rudder aerodynamic center and the aircraft's center of gravity to the product of the total rudder area and the longitudinal distance between the total rudder aerodynamic center and the aircraft's center of gravity). Lift coefficient of the rudder downward ; drag coefficient of the down rudder ,in, This represents the ratio of the downward rudder drag and side force parameters to the total rudder drag and side force. pitch moment coefficient of the rudder ; Side force coefficient of the rudder ; Rolling moment coefficient of the rudder ,in, The percentage of the rolling moment parameter generated by the lower rudder (the ratio of the product of the lower rudder area and the vertical distance between the lower rudder aerodynamic center and the aircraft's center of gravity to the product of the total rudder area and the vertical distance between the total rudder aerodynamic center and the aircraft's center of gravity). Yaw moment coefficient of the rudder ,in, The yaw moment parameter generated by the lower rudder is the ratio of the product of the lower rudder area and the longitudinal distance between the lower rudder aerodynamic center and the aircraft center of gravity to the product of the total rudder area and the longitudinal distance between the total rudder aerodynamic center and the aircraft center of gravity.

[0029] Specifically: a) The drag and lateral force generated by a single-piece rudder are classified according to the area ratio, i.e. The percentage of rudder drag and side force parameters. This represents the percentage of rudder drag and side force parameters.

[0030] b) The rolling moment parameter of a single rudder piece is approximately divided according to the ratio of the product of the rudder piece's side force parameter and the distance between the rudder piece's aerodynamic center and the horizontal structural line. This represents the percentage of the rolling torque generated by the upward rudder. This represents the percentage of the rolling torque generated by the downward rudder.

[0031] c) The yaw moment parameter of a single rudder piece is approximately divided according to the ratio of the product of the rudder piece's side force parameter and the distance between the rudder piece's aerodynamic center and the reference center of gravity. The percentage of the yaw moment parameter generated by the upward rudder. This represents the percentage of the yaw moment generated by the downward rudder.

[0032] Step 3: Plan the rudder failure mode.

[0033] Different rudder faults can be set by "setting different fault modes and changing the deflection rate of the actuator and the target deflection angle of the rudder surface".

[0034] The fault numbers are: 0 (normal), 1 (stuck), 2 (half speed deflection), 3 (return to center), 4 (sudden deflection), 5 (damped), and 6 (uncommanded oscillation). "Rate" represents the deflection rate ratio, which is 0 when "stuck", 0.5 when "half speed deflection", and 1 in other states; "Goal" represents the target deflection of the control surface. It is 0 when "returning to center", the set deflection angle "Deflex" when "sharp", the damped target deflection angle "Damping" when "damped", and the set oscillation target deflection angle when not in command oscillation. The other states are the target command "KZL" output by the aircraft control law.

[0035] Step 4: Integrate rudder failure modes, establish rudder surface actuator models, and output the rudder surface deflection for each rudder.

[0036] 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 rudder under different fault modes, an actuator model of the rudder is established. The real-time deflection angle of each rudder component is then output.

[0037] The main inputs to the rudder actuator module include the rudder hinge torque (Mh), the current rudder deflection (Now), the target rudder deflection (Goal), and the deflection rate ratio (Rate). The output of the rudder actuator module is the rudder deflection angle (Next) for each direction at the next moment.

[0038] 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) Input the actual deflection speed Speed ​​into the integrator to obtain the control surface 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.

[0039] Step 5: Correct the rudder surface deflection.

[0040] This includes: obtaining the aircraft's real-time angle of attack; querying a preset rudder effectiveness attenuation coefficient mapping table to obtain the current attenuation coefficient; and multiplying the control surface deflection by the attenuation coefficient to obtain the corrected actual control surface deflection.

[0041] This invention significantly improves the realism of rudder fault simulation at high angles of attack. The aerodynamic effectiveness of the rudder decreases significantly with increasing angle of attack, a characteristic often overlooked in traditional simulation models, leading to distorted fault response predictions at high angles of attack. By introducing an angle-of-attack-rudder effectiveness attenuation mapping relationship, this invention achieves dynamic correction of the actual rudder control capability, greatly improving the consistency between simulation results and real flight data. It also enhances the simulation prediction capability under stall / deep stall conditions. At high angles of attack and even stall conditions, rudder effectiveness drops sharply, potentially triggering yaw loss of control. This method accurately simulates this nonlinear aerodynamic characteristic, providing a reliable simulation basis for developing rudder fault handling procedures under stall conditions. Furthermore, it achieves dynamic coupling between rudder surface control effectiveness and flight state. By linking rudder surface deflection with real-time flight state (angle of attack), this method overcomes the simplistic assumption of "rudder surface deflection = control effectiveness" in traditional simulations, constructing a simulation model closer to actual aerodynamics and enhancing the engineering practical value of the simulation system.

[0042] Rudder effectiveness is affected not only by the angle of attack, but also by the fuselage forebody vortices and vertical tail shielding effects caused by the sideslip angle. This invention establishes a two-dimensional attenuation mapping table between the angle of attack and the sideslip angle, enabling accurate modeling of the actual control capability of the rudder in complex flow fields during fault simulation.

[0043] Step 6: Connect to simulation calculations and perform rudder fault simulation.

[0044] The real-time deflection angle of each rudder surface is output and input into the aircraft's six-degree-of-freedom simulation model to perform theoretical simulation of rudder failure.

[0045] In this embodiment, a computer device is provided, such as... Figure 3 As 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 rudder failures.

[0046] Specifically, the computer device can be a computer terminal, a server, or a similar computing device.

[0047] In this embodiment, a computer-readable storage medium is provided, which stores a computer program that performs any of the above-described simulation methods for rudder failures in medium-sized propeller aircraft.

[0048] 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.

[0049] Based on the same inventive concept, this invention also provides a simulation device for rudder failure in a medium-sized propeller aircraft, as described in the following embodiments. Since the principle of the simulation device for rudder failure in a medium-sized propeller aircraft is similar to the simulation method for rudder failure in a medium-sized propeller aircraft, the implementation of the simulation device can refer to the implementation of the simulation method for rudder 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.

[0050] Figure 4 This is a structural block diagram of a simulation device for rudder failure in a medium-sized propeller aircraft according to an embodiment of the present invention, such as... Figure 4 As shown, it includes: a fault mode setting module 401, a control surface deflection output module 402, a six-component aerodynamic parameter estimation module 403, a control surface deflection correction module 404, and a state simulation module 405. The structure is described below.

[0051] The fault mode setting module 401 is used to set the fault mode of the rudder. It sets the deflection rate ratio and the target deflection of the rudder surface for each fault mode. The fault modes of the rudder are jamming, half-speed deflection, return to center, sharp deflection, damping and non-command oscillation. The rudder surface deflection output module 402 is used to establish a rudder surface actuator model, input the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio to the rudder surface actuator model, and output the rudder surface deflection of each rudder direction through the rudder surface actuator model. The six-component aerodynamic parameter estimation module 403 is used to obtain the six-component aerodynamic parameters of the upper and lower rudders. If they cannot be obtained, the six-component aerodynamic parameters of the upper and lower rudders are estimated separately using the three-component aerodynamic parameters of the rudder as a whole. The control surface deflection correction module 404 is used to obtain the real-time angle of attack of the aircraft, obtain the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection. The state simulation module 405 is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's state parameters at the previous moment through simulation calculation based on the corrected control surface deflection and the six-component aerodynamic parameters and the six-degree-of-freedom simulation calculation model.

[0052] In one embodiment, the fault mode setting module includes: The setting unit is used to acquire the target command output by the aircraft control law and set the steep yaw angle, damped target yaw angle, and oscillating target yaw angle. The jamming setting unit is used to set the deflection rate ratio to 0 and the target deflection of the rudder surface to the target command when the rudder's fault mode is jamming. A half-speed yaw setting unit is used to set the yaw rate ratio to 0.5 and the target deflection of the rudder surface to the target command when the rudder's fault mode is the half-speed yaw. The centering setting unit is used to set the deflection rate ratio to 1 and the target deflection of the rudder surface to 0 when the rudder's fault mode is the centering. A yaw setting unit is used to set the deflection rate ratio to 1 and the target deflection of the rudder surface to the yaw angle when the rudder'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 rudder surface to the target deflection angle of the damping when the rudder's failure mode is the damping. The non-command oscillation setting unit is used to set the deflection rate ratio to 1 and the target deflection of the rudder surface to the oscillation target deflection angle when the rudder's fault mode is the non-command oscillation.

[0053] In one embodiment, the six-component aerodynamic parameter estimation module includes: The parameter acquisition unit is used to obtain the drag coefficient of the entire rudder from the aircraft aerodynamic system. Lateral force coefficient Rolling torque coefficient and yaw moment coefficient ; The lift coefficient unit is used to set the lift coefficient of the upward rudder. ; The drag coefficient unit for the upward rudder is set to be used to control the drag coefficient. The drag coefficient of the upward rudder is calculated. ,in, This represents the ratio of the upward rudder drag and side force parameters to the total rudder drag and side force. The unit for setting the pitch moment coefficient of the upper rudder is used to set the pitch moment coefficient of the upper rudder. ; The unit for setting the side force coefficient of the upper rudder is used to set the side force coefficient of the upper rudder. ; Configure the rolling moment unit of the rudder to control the rolling moment coefficient. The rolling moment coefficient of the upper rudder is calculated. ,in, The percentage of the rolling torque parameter generated by the upward rudder; Configure the yaw moment coefficient unit for the rudder, used to control the yaw moment coefficient. The yaw moment coefficient of the upper rudder is calculated. ,in, The percentage of the yaw moment parameter generated by the upward rudder; The unit for setting the lift coefficient of the lower rudder is used to set the lift coefficient of the lower rudder. ; The drag coefficient unit for the rudder is set to be used to control the drag coefficient. The drag coefficient of the rudder was calculated. ,in, This represents the ratio of the downward rudder drag and side force parameters to the total rudder drag and side force. The unit for setting the pitch moment coefficient of the lower rudder is used to set the pitch moment coefficient of the lower rudder. ; The unit for setting the side force coefficient of the lower rudder is used to set the side force coefficient of the lower rudder. ; Configure the roll moment coefficient unit for the lower rudder, used to control the roll moment coefficient. The rolling moment coefficient of the rudder was calculated. ,in, The percentage of the rolling torque parameter generated by the downward rudder; Configure the yaw moment coefficient unit for the rudder, used to control the yaw moment coefficient. The yaw moment coefficient of the rudder was calculated. ,in, This represents the percentage of the yaw moment parameter generated by the downward rudder.

[0054] 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 speed 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 control surface deflection angle back calculation unit is used to back calculate the control surface deflection angle at the next moment by using the control surface actuator stroke and the corresponding relationship. The rudder 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 rudder surface deflection at the next moment is used as the rudder surface deflection of each rudder, and the rudder surface stops deflecting.

[0055] In one embodiment, the rudder surface deflection correction module includes: The real-time angle of attack unit is used to obtain the aircraft's real-time angle of attack. A unit for obtaining rudder effectiveness attenuation coefficient is used to calculate the effectiveness attenuation coefficient. This unit is used to query a preset rudder effectiveness attenuation coefficient mapping table based on the real-time angle of attack to obtain the current rudder effectiveness attenuation coefficient. The actual control surface deflection calculation unit is used to multiply the control surface deflection of the rudder output by the control surface actuator model with the rudder effectiveness attenuation coefficient to calculate the attenuated actual control surface deflection of the rudder. The parameter input unit is used to input the attenuated actual rudder surface deflection into the aircraft's six-degree-of-freedom simulation model.

[0056] In one embodiment, the efficiency attenuation coefficient calculation unit is also used to obtain the real-time sideslip angle of the aircraft; based on the real-time angle of attack and the real-time sideslip angle, it queries a preset two-dimensional rudder efficiency attenuation coefficient mapping table based on the angle of attack and sideslip angle, and calculates the current rudder efficiency attenuation coefficient by interpolation.

[0057] In one embodiment, the state simulation module includes: The resultant external moment calculation unit is used to input the control surface deflection and the six-component aerodynamic parameters for each rudder, and to 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.

[0058] The embodiments of the present invention achieve the following technical effects: This invention discloses a simulation calculation method for rudder failure in a medium-sized propeller aircraft, applied to the simulation calculation and analysis after rudder failure. Compared with existing failure simulation models, this invention uses more accurate rudder aerodynamic parameters to simulate the impact of the up and down rudder on the aircraft's longitudinal and lateral motion. Furthermore, it adds a control surface actuator model and integrates control surface failure modes, integrating control functions; it collects the current rudder deflection angle in real time and inputs it into the actuator model, dynamically adjusting the calculation model in conjunction with real-time aircraft flight parameters (such as speed, altitude, and attitude angles), thereby obtaining high-precision simulation results and effectively improving the consistency between the simulation model and the actual aircraft failure modes. It significantly outperforms existing technologies in terms of adaptability to complex aerodynamic environments and accuracy of failure response prediction, providing strong technical support for the safety assessment and flight procedure verification of rudder failures in medium-sized propeller aircraft.

[0059] 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.

[0060] 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 rudder failure in a medium-sized propeller aircraft, characterized in that, include: Set the rudder failure modes, and set the deflection rate ratio and target deflection of the rudder surface for each rudder failure mode. The rudder failure modes include jamming, half-speed deflection, return to center, sharp deflection, damped and non-command oscillation. Establish a rudder surface actuator model, input the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio into the rudder surface actuator model, and output the rudder surface deflection for each direction through the rudder surface actuator model; Obtain the six-component aerodynamic parameters of the upper and lower rudder. If these parameters cannot be obtained, estimate the six-component aerodynamic parameters of the upper and lower rudder separately using the three-component aerodynamic parameters of the overall rudder. The aircraft's real-time angle of attack is obtained, the current rudder effectiveness attenuation coefficient is obtained based on the real-time angle of attack, the rudder surface deflection is corrected based on the rudder effectiveness attenuation coefficient, and the corrected rudder surface deflection is generated. Based on the corrected control surface deflection and the 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.

2. The simulation method for rudder 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 rudder surface for each rudder failure mode, including: Obtain the target command output by the aircraft control law, and set the sharp yaw angle, damped target yaw angle, and oscillating target yaw angle; When the rudder's fault mode is the jamming, the deflection rate ratio is set to 0, and the target deflection of the rudder surface is set to the target command. When the rudder's fault mode is the half-speed yaw, the yaw rate ratio is set to 0.5, and the target deflection of the rudder surface is set to the target command. When the rudder's fault mode is the return to center, the deflection rate ratio is set to 1, and the target deflection of the rudder surface is set to 0. When the rudder's fault mode is the sharp yaw, the yaw rate ratio is set to 1, and the target deflection of the rudder surface is set to the sharp yaw angle. When the rudder's failure mode is the damping, the deflection rate ratio is set to 1, and the rudder surface target deflection is set to the damping target deflection angle. When the rudder's fault mode is the non-command oscillation, the deflection rate ratio is set to 1, and the rudder surface target deflection is set to the oscillation target deflection angle.

3. The simulation method for rudder failure in a medium-sized propeller aircraft as described in claim 1, characterized in that, Obtain the six-component aerodynamic parameters of the upper and lower rudder. If these parameters are unavailable, estimate the six-component aerodynamic parameters of the upper and lower rudder separately using the overall three-component aerodynamic parameters of the rudder. This includes: Obtain the overall drag coefficient of the rudder from the aircraft's aerodynamic system. Lateral force coefficient Rolling torque coefficient and yaw moment coefficient ; Set the lift coefficient of the rudder. ; Through drag coefficient The drag coefficient of the upward rudder is calculated. ,in, This represents the ratio of the upward rudder drag and side force parameters to the total rudder drag and side force. Set the pitch moment coefficient of the rudder. ; Set the lateral force coefficient of the rudder. ; By rolling moment coefficient The rolling moment coefficient of the upper rudder is calculated. ,in, The percentage of the rolling torque parameter generated by the upward rudder; Through yaw moment coefficient The yaw moment coefficient of the upper rudder is calculated. ,in, The percentage of the yaw moment parameter generated by the upward rudder; Set the lift coefficient of the rudder downwards. ; Through drag coefficient The drag coefficient of the rudder was calculated. ,in, This represents the ratio of the downward rudder drag and side force parameters to the total rudder drag and side force. Set the pitch moment coefficient of the down rudder. ; Set the lateral force coefficient of the rudder. ; By rolling moment coefficient The rolling moment coefficient of the rudder was calculated. ,in, The percentage of the rolling torque parameter generated by the downward rudder; Through yaw moment coefficient The yaw moment coefficient of the rudder was calculated. ,in, This represents the percentage of the yaw moment parameter generated by the downward rudder.

4. The simulation method for rudder failure of a medium-sized propeller aircraft as described in claim 1, characterized in that, Based on the corrected control surface deflection and the six-component aerodynamic parameters, the aircraft's state parameters for the next moment are obtained through simulation calculation using the aircraft's state parameters at the previous moment, including: By inputting the corrected control surface deflection and the six-component aerodynamic parameters, the net external force and net external torque acting on the aircraft are calculated, wherein... , 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 rudder failure of 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 for each rudder direction, 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 fed 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 correspondence between the travel of the control surface actuator and the control surface. A tolerance threshold is determined. When the absolute value of the deflection angle difference is less than the tolerance threshold, the deflection of the rudder surface at the next moment is taken as the deflection of the rudder surface of each rudder, and the rudder surface stops deflecting.

6. The simulation method for rudder failure in a medium-sized propeller aircraft as described in claim 1, characterized in that, Obtain the aircraft's real-time angle of attack, calculate the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection, including: After establishing the control surface actuator model and outputting the control surface deflection for each direction using the control surface actuator model: Obtain the aircraft's real-time angle of attack; Based on the real-time angle of attack, the preset rudder effectiveness attenuation coefficient mapping table is queried to obtain the current rudder effectiveness attenuation coefficient; The attenuated actual rudder surface deflection is calculated by multiplying the rudder surface deflection output by the rudder surface actuator model by the rudder effectiveness attenuation coefficient. The attenuated actual rudder surface deflection is input into the aircraft's six-degree-of-freedom simulation model.

7. The simulation method for rudder failure of a medium-sized propeller aircraft as described in claim 6, characterized in that, Based on the real-time angle of attack, a preset rudder effectiveness attenuation coefficient mapping table is consulted to obtain the current rudder effectiveness attenuation coefficient, including: Obtain the aircraft's real-time sideslip angle; Based on the real-time angle of attack and the real-time sideslip angle, a preset two-dimensional rudder performance attenuation coefficient mapping table based on angle of attack and sideslip angle is queried, and the current rudder performance attenuation coefficient is obtained by interpolation calculation.

8. A simulation device for rudder failure in a medium-sized propeller aircraft, characterized in that, include: The fault mode setting module is used to set the fault mode of the rudder. For each fault mode of the rudder, the deflection rate ratio and the target deflection of the rudder surface are set. The fault modes of the rudder are jamming, half-speed deflection, return to center, sharp deflection, damping and non-command oscillation. The rudder surface deflection output module is used to establish a rudder surface actuator model. It inputs the rudder surface hinge torque, the current rudder surface deflection, the target rudder surface deflection, and the deflection rate ratio into the rudder surface actuator model, and outputs the rudder surface deflection of each rudder direction through the rudder surface actuator model. The six-component aerodynamic parameter estimation module is used to obtain the six-component aerodynamic parameters of the upper and lower rudders. If these parameters cannot be obtained, the six-component aerodynamic parameters of the upper and lower rudders are estimated separately using the three-component aerodynamic parameters of the overall rudder. The control surface deflection correction module is used to obtain the real-time angle of attack of the aircraft, obtain the current rudder effectiveness attenuation coefficient based on the real-time angle of attack, correct the control surface deflection based on the rudder effectiveness attenuation coefficient, and generate the corrected control surface deflection. The state simulation module is used to calculate the state parameters of the aircraft at the next moment by using the aircraft's state parameters at the previous moment through simulation calculation based on the corrected control surface deflection and the six-component aerodynamic parameters and the six-degree-of-freedom aircraft simulation calculation model.

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 rudder 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 rudder failure of a medium-sized propeller aircraft as described in any one of claims 1 to 7.

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