Horizontal tail area optimization method and device based on take-off control capability requirement

Abstract

The invention belongs to the technical field of aircraft design, and particularly relates to a horizontal tail area optimization method and device based on take-off control capability requirements. The method comprises the following steps: S1, determining a minimum horizontal tail area corresponding to an initial value of a front gravity center position and an initial iterative horizontal tail area corresponding to a current value of the gravity center position according to a model for ensuring the take-off safety of an aircraft; s2, calculating a front wheel lifting pitching moment coefficient according to the initial iteration horizontal tail area; s3, when the front wheel lifting pitching moment coefficient is larger than zero, the initial iteration horizontal tail area is reduced according to a set proportion until a new front wheel lifting pitching moment coefficient is smaller than zero; and S4, interpolating a new horizontal tail area as the final horizontal tail area according to the front wheel lifting pitching moment coefficient when the front wheel lifting pitching moment coefficient is smaller than zero and the front wheel lifting pitching moment coefficient in the previous iteration. In the airplane design stage, the horizontal tail area can be quickly and accurately optimized.

Description

Technical Field

[0001] This application belongs to the field of aircraft design technology, and specifically relates to a method and apparatus for optimizing the horizontal stabilizer area based on takeoff control capability requirements. Background Technology

[0002] An aircraft's forward center of gravity exceeding design values ​​can lead to insufficient pitch control and compromise flight safety. Takeoff is when the aircraft's weight is at its maximum and its center of gravity is furthest forward. Raising the nose wheel during takeoff is a crucial constraint for evaluating aircraft handling performance. Compared to adjusting wing and main landing gear positions, adjusting the horizontal stabilizer area has the least impact on the aircraft structure, yet its effects are very significant. The forward center of gravity position is continuously updated as the design progresses, and to ensure good aircraft handling, the horizontal stabilizer area must be adjusted accordingly. Adjustments to the horizontal stabilizer area will cause changes in aircraft weight, center of gravity position, focal point position, and pitch control moment. Accurately calculating the minimum horizontal stabilizer area to optimize layout and improve aircraft pitch control performance is a pressing issue that needs to be addressed. Summary of the Invention

[0003] To address the aforementioned issues, this application provides a method and apparatus for optimizing the horizontal stabilizer area based on takeoff control capability requirements. It establishes a calculation model for the minimum horizontal stabilizer area and a calculation model for the pitching moment of the nose wheel, and presents an algorithm and calculation process for accurately calculating the minimum horizontal stabilizer area, providing technical support for optimizing the horizontal stabilizer area.

[0004] The first aspect of this application provides a method for optimizing the horizontal stabilizer area based on takeoff control capability requirements, mainly including:

[0005] Step S1: Based on the model used to ensure the safety of aircraft takeoff, determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position.

[0006] Step S2: Calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area;

[0007] Step S3: When the pitching moment coefficient of the front wheel is greater than zero, the initial iterative horizontal tail area is reduced by a set ratio until the new pitching moment coefficient of the front wheel is less than zero.

[0008] Step S4: Based on the pitching moment coefficient of the front wheel when it is less than zero and the pitching moment coefficient of the front wheel in the previous iteration, interpolate the new horizontal tail area as the final horizontal tail area.

[0009] Preferably, in step S1, the flat tail area is calculated using the following formula:

[0010] ;

[0011] in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient;

[0012] ;

[0013] in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

[0014] Preferably, the pitch moment coefficient is determined by the following formula:

[0015] ;

[0016] in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity;

[0017] ;

[0018] in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration;

[0019] ;

[0020] Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis.

[0021] ;

[0022] in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity;

[0023] ;

[0024] in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground;

[0025] ;

[0026] in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

[0027] Preferably, in step S2, the front wheel pitching moment coefficient is calculated using the following formula. :

[0028] ;

[0029] in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity;

[0030] ;

[0031] ;

[0032] in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area;

[0033] ;

[0034] ;

[0035] ;

[0036] ;

[0037] in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

[0038] Preferably, the increase in aircraft weight Calculated using the following formula:

[0039] ;

[0040] This is the initial weight of the flat-tailed tail.

[0041] Preferably, the change in the center of gravity position Calculated using the following formula:

[0042] ;

[0043] in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

[0044] Preferably, in step S3, the ratio is set to 0.99-0.995.

[0045] Preferably, in step S3, the ratio is set to 0.992.

[0046] The second aspect of this application provides a horizontal stabilizer area optimization device based on takeoff control capability requirements, mainly comprising:

[0047] The horizontal stabilizer area initial calculation module is used to determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position, based on the model used to ensure the safety of aircraft takeoff.

[0048] The pitching moment coefficient calculation module is used to calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area.

[0049] The horizontal stabilizer area adjustment module is used to reduce the initial iterative horizontal stabilizer area by a set ratio when the front wheel pitching moment coefficient is greater than zero, until the new front wheel pitching moment coefficient is less than zero.

[0050] The horizontal stabilizer area interpolation module is used to interpolate a new horizontal stabilizer area as the final horizontal stabilizer area based on the front wheel pitching moment coefficient when it is less than zero and the front wheel pitching moment coefficient in the previous iteration.

[0051] Preferably, in the initial calculation module for the flat-tail area, the flat-tail area is calculated using the following formula:

[0052] ;

[0053] in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient;

[0054] ;

[0055] in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

[0056] Preferably, the pitch moment coefficient is determined by the following formula:

[0057] ;

[0058] in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity;

[0059] ;

[0060] in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration;

[0061] ;

[0062] Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis.

[0063] ;

[0064] in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity;

[0065] ;

[0066] in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground;

[0067] ;

[0068] in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

[0069] Preferably, in the pitch moment coefficient calculation module, the front wheel pitch moment coefficient is calculated using the following formula. :

[0070] ;

[0071] in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity;

[0072] ;

[0073] ;

[0074] in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area;

[0075] ;

[0076] ;

[0077] ;

[0078] ;

[0079] in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

[0080] Preferably, the increase in aircraft weight Calculated using the following formula:

[0081] ;

[0082] This is the initial weight of the flat-tailed tail.

[0083] Preferably, the change in the center of gravity position Calculated using the following formula:

[0084] ;

[0085] in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

[0086] Preferably, the ratio is set to 0.99-0.995 in the flat tail area adjustment module.

[0087] Preferably, the ratio is set to 0.992.

[0088] A third aspect of this application provides a computer device including a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the horizontal stabilizer area optimization method based on takeoff maneuverability requirements as described above.

[0089] A fourth aspect of this application provides a readable storage medium storing a computer program that, when executed by a processor, is used to implement the horizontal stabilizer area optimization method based on takeoff maneuverability requirements as described above.

[0090] This application can solve the pitch control problem caused by the aircraft's forward center of gravity exceeding the design limit, and can quickly and accurately optimize the horizontal stabilizer area during the aircraft design phase. Attached Figure Description

[0091] Figure 1 This is a flowchart of a preferred embodiment of the horizontal stabilizer area optimization method based on takeoff control capability requirements in this application.

[0092] Figure 2 This is a schematic diagram of the structure of a computer device suitable for implementing the embodiments of this application. Detailed Implementation

[0093] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0094] The first aspect of this application provides a method for optimizing the horizontal stabilizer area based on takeoff control capability requirements, such as... Figure 1 As shown, it mainly includes:

[0095] Step S1: Based on the model used to ensure the safety of aircraft takeoff, determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position.

[0096] Step S2: Calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area;

[0097] Step S3: When the pitching moment coefficient of the front wheel is greater than zero, the initial iterative horizontal tail area is reduced by a set ratio until the new pitching moment coefficient of the front wheel is less than zero.

[0098] Step S4: Based on the pitching moment coefficient of the front wheel when it is less than zero and the pitching moment coefficient of the front wheel in the previous iteration, interpolate the new horizontal tail area as the final horizontal tail area.

[0099] To ensure operational safety and eliminate the influence of speed on pitch control performance, based on design standards, the nose wheel lift-off speed of the model is taken as the stall speed of the aircraft in takeoff configuration. The calculation method consists of the following three parts.

[0100] First, calculate the flat tail area through step S1.

[0101] Second, calculate the front wheel pitching moment coefficient through step S2;

[0102] Third, in steps S3 and S4, adjust the horizontal stabilizer area according to the pitching moment coefficient of the front wheel.

[0103] In step S1, the horizontal stabilizer's controllability primarily depends on the ratio of the horizontal stabilizer area to the wing reference area, the ratio of the horizontal stabilizer tail arm length to the wing mean aerodynamic chord length, the horizontal stabilizer lift line slope, and the horizontal stabilizer stall angle of attack. Once the horizontal stabilizer's planar parameters and airfoil are determined, the horizontal stabilizer's lift line slope and stall angle of attack are also determined. Keeping the horizontal stabilizer tail arm length constant and only changing the horizontal stabilizer area is the simplest and most effective method to adjust the horizontal stabilizer's controllability. For a specific forward center of gravity position, a safe takeoff can be guaranteed when the horizontal stabilizer area satisfies the following formula:

[0104] .

[0105] Based on this, this application directly calculates the minimum flat-tail area in step S1, so that it can participate in subsequent iterative calculations.

[0106] In some alternative implementations, in step S1, the flat tail area is calculated using the following formula:

[0107] ;

[0108] in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient;

[0109] ;

[0110] in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

[0111] In some alternative implementations, the pitch moment coefficient is determined by the following formula:

[0112] ;

[0113] in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity;

[0114] ;

[0115] in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration;

[0116] ;

[0117] Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis.

[0118] ;

[0119] in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity;

[0120] ;

[0121] in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground;

[0122] ;

[0123] in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

[0124] In this embodiment, the x-axis coordinate is defined as follows: the origin is the leading edge of the mean aerodynamic chord of the aircraft wing, the direction is the same as the fuselage axis, and the rearward direction is positive. Additionally, the lift coefficient available for the horizontal stabilizer is 90% of its maximum lift coefficient.

[0125] In some alternative implementations, in step S2, the front wheel pitching moment coefficient is calculated using the following formula. :

[0126] ;

[0127] in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity;

[0128] ;

[0129] ;

[0130] in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area;

[0131] ;

[0132] ;

[0133] ;

[0134] ;

[0135] in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

[0136] In some alternative implementations, the aircraft weight increment Calculated using the following formula:

[0137] ;

[0138] This is the initial weight of the flat-tailed tail.

[0139] In some alternative implementations, the change in the center of gravity position Calculated using the following formula:

[0140] ;

[0141] in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

[0142] In some alternative implementations, in step S3, the ratio is set to 0.99-0.995.

[0143] In some alternative implementations, in step S3, the ratio is set to 0.992.

[0144] In this embodiment, the changes in aircraft weight, center of gravity position, and available pitch control moment of the horizontal stabilizer caused by the change in the horizontal stabilizer area are taken into account, and the subsequent calculations are gradually reduced by 0.8% based on the previous calculations.

[0145] For example, the simulated aircraft is a high-wing transport aircraft with four turbofan engines mounted under the wings. The wing reference area is 300 m². 2 The mean aerodynamic chord length (Ca) is 6.4m. The engine thrust axis is 0.448m above the center of gravity, and the aircraft's center of gravity is 1.92m above the ground. Initial design: the nose center of gravity was 0.23Ca, and the main landing gear was 0.58Ca. The current nose center of gravity is 0.2Ca. The forward shift of the center of gravity results in insufficient takeoff nose wheel control torque, necessitating an increase in the horizontal stabilizer area.

[0146] Calculation conditions: Takeoff weight 180t, engine thrust 120kN. The calculation process for the horizontal stabilizer area adjustment of the example aircraft is as follows:

[0147] The lifting moment coefficient is calculated using the formula mentioned above. , and ;

[0148] Initial value of the center of gravity position before calculation Corresponding flat tail area ;

[0149] Current value of the center of gravity position before calculation Corresponding flat tail area ;

[0150] Calculate the pitching moment coefficient of the front wheel after the first round of horizontal stabilizer area adjustment;

[0151] The area of ​​the flat tail calculated above The calculated value is too high because the effect of the increased horizontal stabilizer area causing a rearward shift in the aircraft's center of gravity on the pitching moment coefficient is not considered. Based on this, the tail area was gradually reduced by 0.8%. In the third round of calculations, the tail area was reduced to 56.81m². 2 The pitching moment with the front wheel raised is less than 0, as shown in Table 1. Then, in step S4, interpolation is performed based on the second and third calculation results in Table 1. After interpolation, the horizontal stabilizer area corresponding to zero pitching moment is 57.03 m². 2 The aircraft's forward center of gravity is 0.2059, and the aircraft's weight increases to 180.29t.

[0152] Table 1. Data for solving the minimum area of ​​the horizontal tail.

[0153]

[0154] This application establishes a calculation model for the minimum horizontal stabilizer area, a calculation model for the changes in aircraft weight, center of gravity position, and pitching moment coefficient caused by horizontal stabilizer area adjustment, a calculation model for the pitching moment generated by lift, gravity, engine thrust, tire friction, and pitching angular velocity, and a calculation method for accurately solving the minimum horizontal stabilizer area and area integers.

[0155] The second aspect of this application provides a horizontal stabilizer area optimization device based on takeoff maneuverability requirements, corresponding to the above method, mainly comprising:

[0156] The horizontal stabilizer area initial calculation module is used to determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position, based on the model used to ensure the safety of aircraft takeoff.

[0157] The pitching moment coefficient calculation module is used to calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area.

[0158] The horizontal stabilizer area adjustment module is used to reduce the initial iterative horizontal stabilizer area by a set ratio when the front wheel pitching moment coefficient is greater than zero, until the new front wheel pitching moment coefficient is less than zero.

[0159] The horizontal stabilizer area interpolation module is used to interpolate a new horizontal stabilizer area as the final horizontal stabilizer area based on the front wheel pitching moment coefficient when it is less than zero and the front wheel pitching moment coefficient in the previous iteration.

[0160] In some alternative implementations, the horizontal tail area is calculated in the initial calculation module using the following formula:

[0161] ;

[0162] in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient;

[0163] ;

[0164] in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

[0165] In some alternative implementations, the pitch moment coefficient is determined by the following formula:

[0166] ;

[0167] in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity;

[0168] ;

[0169] in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration;

[0170] ;

[0171] Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis.

[0172] ;

[0173] in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity;

[0174] ;

[0175] in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground;

[0176] ;

[0177] in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

[0178] In some alternative implementations, the pitch moment coefficient calculation module calculates the front wheel pitch moment coefficient using the following formula. :

[0179] ;

[0180] in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity;

[0181] ;

[0182] ;

[0183] in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area;

[0184] ;

[0185] ;

[0186] ;

[0187] ;

[0188] in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

[0189] In some alternative implementations, the aircraft weight increment Calculated using the following formula:

[0190] ;

[0191] This is the initial weight of the flat-tailed tail.

[0192] In some alternative implementations, the change in the center of gravity position Calculated using the following formula:

[0193] ;

[0194] in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

[0195] In some alternative implementations, the ratio is set to 0.99-0.995 in the flat tail area adjustment module.

[0196] In some alternative implementations, the ratio is set to 0.992.

[0197] In a third aspect of this application, a computer device is provided, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the horizontal stabilizer area optimization method based on takeoff maneuverability requirements as described above.

[0198] In a fourth aspect, this application provides a readable storage medium storing a computer program that, when executed by a processor, implements the horizontal stabilizer area optimization method based on takeoff maneuverability requirements as described above. This computer-readable storage medium may be included in the apparatus described in the above embodiments; or it may exist independently and not incorporated into the apparatus. The aforementioned computer-readable storage medium carries one or more programs that, when executed by the apparatus, process data according to the described method.

[0199] The following is for reference. Figure 2 It shows a schematic diagram of the structure of a computer device 400 suitable for implementing the embodiments of this application. Figure 2The computer device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments described in this application.

[0200] like Figure 2 As shown, the computer device 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage section 408 into a random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the device 400. The CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0201] The following components are connected to I / O interface 405: an input section 406 including a keyboard, mouse, etc.; an output section 407 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to I / O interface 405 as needed. A removable medium 411, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 410 as needed so that computer programs read from it can be installed into storage section 408 as needed.

[0202] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409, and / or installed from removable medium 411. When the computer program is executed by central processing unit (CPU) 401, it performs the functions defined in the methods of this application. It should be noted that the computer storage medium of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on a computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0203] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0204] The modules or units described in the embodiments of this application can be implemented in software or hardware. The described modules or units can also be located in a processor, and the names of these modules or units do not necessarily constitute a limitation on the module or unit itself.

[0205] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for optimizing the horizontal stabilizer area based on takeoff control capability requirements, characterized in that, include: Step S1: Based on the model used to ensure the safety of aircraft takeoff, determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position. Step S2: Calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area; Step S3: When the pitching moment coefficient of the front wheel is greater than zero, the initial iterative horizontal tail area is reduced by a set ratio until the new pitching moment coefficient of the front wheel is less than zero. Step S4: Based on the pitching moment coefficient of the front wheel when it is less than zero and the pitching moment coefficient of the front wheel in the previous iteration, interpolate the new horizontal tail area as the final horizontal tail area.

2. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 1, characterized in that, In step S1, the area of ​​the flat tail is calculated using the following formula: ； in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient; ； in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

3. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 2, characterized in that, The pitch moment coefficient is determined by the following formula: ； in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity; ； in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration; ； Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis. ； in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity; ； in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground; ； in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

4. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 3, characterized in that, In step S2, the pitching moment coefficient of the front wheel is calculated using the following formula. : ； in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity; ； ； in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area; ； ； ； ； in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

5. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 4, characterized in that, Aircraft weight increment Calculated using the following formula: ； This is the initial weight of the flat-tailed tail.

6. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 5, characterized in that, Change in center of gravity Calculated using the following formula: ； in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

7. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 1, characterized in that, In step S3, the ratio is set to 0.99-0.

995.

8. The horizontal stabilizer area optimization method based on takeoff control capability requirements as described in claim 7, characterized in that, In step S3, the ratio is set to 0.

992.

9. A horizontal stabilizer area optimization device based on takeoff control capability requirements, characterized in that, include: The horizontal stabilizer area initial calculation module is used to determine the minimum horizontal stabilizer area corresponding to the initial value of the forward center of gravity position, and the initial iterative horizontal stabilizer area corresponding to the current value of the center of gravity position, based on the model used to ensure the safety of aircraft takeoff. The pitching moment coefficient calculation module is used to calculate the pitching moment coefficient of the front wheel based on the initial iterative horizontal tail area. The horizontal stabilizer area adjustment module is used to reduce the initial iterative horizontal stabilizer area by a set ratio when the front wheel pitching moment coefficient is greater than zero, until the new front wheel pitching moment coefficient is less than zero. The horizontal stabilizer area interpolation module is used to interpolate a new horizontal stabilizer area as the final horizontal stabilizer area based on the front wheel pitching moment coefficient when it is less than zero and the front wheel pitching moment coefficient in the previous iteration.

10. The horizontal stabilizer area optimization device based on takeoff control capability requirements as described in claim 9, characterized in that, In the initial calculation module for the horizontal tail area, the horizontal tail area is calculated using the following formula: ； in, For wing reference area, The mean aerodynamic chord of the wing. This represents the x-axis distance between the horizontal stabilizer aerodynamic pressure center and the main landing gear. This is the airflow resistance factor at the horizontal tail. The downward deflection angle is for large-area airflow separation in the horizontal stabilizer. The downward washout angle is the point where the front wheel of the horizontal stabilizer is raised. The slope of the equivalent horizontal stabilizer lift line after linear correction. This is the pitch moment coefficient; ； in, This represents the maximum lift coefficient in a single horizontal tail natural flow.

11. The horizontal stabilizer area optimization device based on takeoff maneuverability requirements as described in claim 10, characterized in that, The pitch moment coefficient is determined by the following formula: ； in, The pitching moment coefficient generated by takeoff thrust. The pitching moment coefficient generated by tire friction. The pitch moment coefficient is the pitch angular velocity generated at the zero-load point of the front wheels. The pitching moment coefficient generated by lift. The pitching moment coefficient caused by gravity; ； in, The lift coefficient at the zero-load point of the aircraft's nose wheel. The location of the aerodynamic pressure center in the tailless configuration; ； Where W is the takeoff weight. To increase the speed pressure of the nose wheel during takeoff, This represents the initial value of the forward center of gravity position, which is the ratio of the aircraft's forward center of gravity x-axis coordinate to the mean aerodynamic chord. This represents the position of the aircraft's main landing gear along the x-axis. ； in, To increase the engine thrust at the point where the front wheels reach their speed point, For the number of engines, The height of the engine thrust line from the center of gravity; ； in, The coefficient of friction of the tire. The height of the aircraft's center of gravity above the ground; ； in, This is the damped aerodynamic derivative of the aircraft's pitch rate. The pitch rate of the aircraft at the point of zero load on the nose wheel. To increase the speed of the front wheels.

12. The horizontal stabilizer area optimization device based on takeoff maneuverability requirements as described in claim 11, characterized in that, In the pitch moment coefficient calculation module, the front wheel pitch moment coefficient is calculated using the following formula. : ； in, This is the pitch control moment coefficient available for the horizontal stabilizer after adjusting its area. To adjust the pitching moment coefficient caused by gravity; ； ； in, Let be the minimum horizontal tail area corresponding to the initial value of the front center of gravity position. The adjusted initial iteration flat-tail area; ； ； ； ； in, This is the initial value of the aircraft weight. To adjust the weight of the aircraft, For the increase in aircraft weight, This represents the change in the position of the center of gravity.

13. The horizontal stabilizer area optimization device based on takeoff control capability requirements as described in claim 12, characterized in that, Aircraft weight increment Calculated using the following formula: ； This is the initial weight of the flat-tailed tail.

14. The horizontal stabilizer area optimization device based on takeoff control capability requirements as described in claim 13, characterized in that, Change in center of gravity Calculated using the following formula: ； in, It is the relative distance along the X-axis between the center of gravity of the horizontal tail and the leading edge of the mean aerodynamic chord.

15. The horizontal stabilizer area optimization device based on takeoff maneuverability requirements as described in claim 9, characterized in that, In the flat tail area adjustment module, the ratio is set to 0.99-0.

995.

16. The horizontal stabilizer area optimization device based on takeoff maneuverability requirements as described in claim 15, characterized in that, The ratio is set to 0.

992.

17. A computer device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, the processor executing the computer program to implement the horizontal stabilizer area optimization method based on takeoff maneuverability requirements as described in any one of claims 1-8.

18. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it is used to implement the horizontal stabilizer area optimization method based on takeoff control capability requirements as described in any one of claims 1-8.

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