An aircraft full machine aerodynamic distributed load calculation method, device and storage medium

Abstract

This application discloses a method, device, and storage medium for calculating the aerodynamic distributed loads of an entire aircraft. The method includes: extracting the positional characteristic information of each component of the aircraft; determining the structural positional network of each component based on the positional characteristic information; obtaining the flight state parameters of the aircraft; calculating the aerodynamic load distribution data of each component based on the structural positional network and the flight state parameters; and performing strength verification on each component based on the aerodynamic load distribution data. This invention, by establishing a structural positional network, achieves systematic calculation of the aerodynamic distributed loads of the entire aircraft, providing an accurate and reliable load data foundation for aircraft structural strength verification.

Description

Technical Field

[0001] This application relates to the field of aircraft design and load analysis technology, specifically to a method, equipment, and storage medium for calculating the aerodynamic distributed load of an entire aircraft. Background Technology

[0002] In the field of aircraft structural design and strength verification, accurately calculating the aerodynamic distributed loads of all components under different flight conditions is crucial. Currently, engineering primarily relies on computational fluid dynamics (CFD) technology, which involves performing CFD simulations for each specific flight condition (such as a specific Mach number, angle of attack, and control surface deflection) to obtain the pressure distribution on the aircraft surface, and then obtaining the distributed loads of each component through numerical integration. While this method offers high accuracy, it suffers from fundamental drawbacks: the number of aircraft load conditions is extremely large, covering various flight attitudes and control combinations. Performing complete CFD calculations and integrations for each condition requires enormous computational resources and time, resulting in extremely low analysis efficiency and becoming a bottleneck in the design process. Furthermore, this method lacks flexibility, making it difficult to quickly respond to the analysis needs of complex conditions with multivariable coupling, and it cannot support efficient parametric research and design iteration.

[0003] Therefore, existing technologies cannot meet the high requirements of modern aircraft design for load analysis efficiency and flexibility while ensuring accuracy. Summary of the Invention

[0004] The purpose of this application is to provide a method, device, and storage medium for calculating the aerodynamic distributed loads of an aircraft. By establishing an aerodynamic coefficient database based on the aircraft's structural station network, and using database querying and synthesis to replace traditional repetitive computational fluid dynamics integration, this solves the technical problems of low computational efficiency, huge resource consumption, and difficulty in quickly analyzing complex multivariate coupled conditions caused by the need for complete CFD calculations for each flight condition in existing technologies.

[0005] To address the aforementioned technical problems, the first aspect of this application discloses a method for calculating the aerodynamic distributed loads of an entire aircraft, comprising: Extract the positional characteristics of each component of the aircraft; Based on the aforementioned station feature information, the structural station network of each component of the aircraft is determined; Obtain the flight status parameters of the aircraft; Based on the structural station network and the flight state parameters, the aerodynamic load distribution data of each component of the aircraft are calculated. Based on the aerodynamic load distribution data, the strength of each component of the aircraft is checked.

[0006] Optionally, the calculation of aerodynamic load distribution data for each component of the aircraft based on the structural station network and the flight state parameters includes: Acquire aerodynamic load distribution data for the entire surface of the aircraft corresponding to the flight state parameters; Based on the spanwise coordinates of the positions of each component in the structural station network, surface units whose spanwise coordinates are located within the spanwise interval associated with the position are selected from the aerodynamic load distribution data of the entire surface of the aircraft, forming a subset of surface units for each component of the aircraft. Integrating the surface pressure of each subset of surface units yields the six-component aerodynamic coefficients of each component's position under target flight conditions. Based on the six-component aerodynamic coefficients, the distributed load data of each component at the station position under the target flight state are calculated.

[0007] Optionally, the step of filtering surface units whose spanwise coordinates are located within the spanwise interval associated with the station from the aerodynamic load distribution data of the entire surface of the aircraft includes: Associate the current station with its adjacent stations before and after it in the span direction; The average value of the spanwise coordinates of the previous adjacent station and the spanwise coordinates of the current station is determined as the lower boundary of the spanwise interval. The average value of the lateral coordinates of the current station and the lateral coordinates of the next adjacent station is determined as the upper boundary of the lateral interval. The spanwise regions whose spanwise coordinates are both not less than the lower boundary and not greater than the upper boundary are selected as surface units.

[0008] The aerodynamic load distribution data of each component of the aircraft, calculated based on the structural station network and the flight state parameters, includes: Determine the target flight state parameters corresponding to the flight state; Based on the aforementioned structural station network, a database of aerodynamic coefficients for reference flight states is constructed using surface aerodynamic load distribution data corresponding to various reference flight attitudes. Based on the aforementioned structural station network, an incremental flight state aerodynamic coefficient library is constructed using the surface aerodynamic load distribution data corresponding to the flight control state and its corresponding reference flight attitude. Based on the target flight state parameters, the corresponding reference aerodynamic coefficients are obtained from the reference flight state aerodynamic coefficient library, and the corresponding aerodynamic coefficient increments are obtained from the corresponding incremental flight state aerodynamic coefficient library. The obtained reference aerodynamic coefficients and the aerodynamic coefficient increments are combined to calculate the distributed load data of each station in the structural station network under the target flight state.

[0009] Optionally, the step of constructing a reference flight state aerodynamic coefficient library based on the structural station network and utilizing surface aerodynamic load distribution data corresponding to multiple reference flight attitudes includes: Acquire surface aerodynamic load distribution data under various reference flight attitudes; For each reference flight attitude, based on the structured station network, the six-component aerodynamic coefficients of each station under that attitude are calculated. The six aerodynamic coefficients are systematically stored to form the reference flight state aerodynamic coefficient library.

[0010] Optionally, based on the structural station network, the construction of at least one incremental flight state aerodynamic coefficient library using surface aerodynamic load distribution data corresponding to at least one specific flight control state and its corresponding reference flight attitude includes: For at least one specific flight control state, acquire surface aerodynamic load distribution data for that state and its corresponding reference flight attitude; Based on the aforementioned structural station network, the six-component aerodynamic coefficients of each station under the specific flight control state and the corresponding reference flight attitude are calculated respectively. Calculate the difference in aerodynamic coefficients at each station under the two conditions; The aerodynamic coefficient differences are systematically stored to form an incremental flight state aerodynamic coefficient library corresponding to the specific flight control state.

[0011] Optionally, the step of obtaining the corresponding reference aerodynamic coefficient from the reference flight state aerodynamic coefficient library and obtaining the corresponding aerodynamic coefficient increment from the corresponding incremental flight state aerodynamic coefficient library based on the target flight state parameters includes: When the flight attitude parameters in the target flight state parameters do not completely match the reference flight attitude parameters pre-stored in the reference flight state aerodynamic coefficient library, the corresponding reference aerodynamic coefficients are obtained by interpolation calculation. When the flight control state parameters in the target flight state parameters do not completely match the specific flight control state parameters pre-stored in the incremental flight state aerodynamic coefficient library, the corresponding aerodynamic coefficient increment is obtained by interpolation calculation.

[0012] Optionally, the step of constructing an incremental flight state aerodynamic coefficient library based on the structural station network and utilizing the surface aerodynamic load distribution data corresponding to the flight control state and its corresponding reference flight attitude includes: Based on the aforementioned structural station network, surface aerodynamic load distribution data corresponding to different flight operation states and their corresponding reference flight attitudes are used to construct corresponding incremental flight state aerodynamic coefficient sub-libraries. Each sub-library corresponds to a different flight control state. The types of the sub-libraries include at least two of the following: sideslip angle increment library, elevator deflection increment library, rudder deflection increment library, and aileron deflection increment library.

[0013] Secondly, embodiments of this application provide an apparatus comprising a processor and a memory storing a computer program, wherein the processor, when running the computer program, implements the steps of the method for calculating the aerodynamic load distribution of the entire aircraft.

[0014] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the method for calculating the aerodynamic load distribution of the entire aircraft.

[0015] This application provides a method, device, and storage medium for calculating the aerodynamic distributed load of an entire aircraft. The method includes: extracting the positional feature information of each component of the aircraft to establish a structural positional network; obtaining the flight state parameters of the aircraft; calculating the aerodynamic load distribution data of each component based on the structural positional network and the flight state parameters; and performing strength verification on each component based on the aerodynamic load distribution data. The calculation process is implemented as follows: pre-constructing a baseline flight state aerodynamic coefficient library and incremental flight state aerodynamic coefficient libraries for sideslip angle, elevator deflection, rudder deflection, and aileron deflection; obtaining baseline aerodynamic coefficients from the baseline library and incremental aerodynamic coefficients from the corresponding incremental libraries based on the target flight state parameters, and synthesizing the two to obtain the distributed load. This application effectively solves the problems of low calculation efficiency and difficulty in quickly analyzing complex operating conditions using traditional methods by establishing a systematic aerodynamic coefficient library and performing synthetic calculations. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0017] Figure 1 A flowchart illustrating the method for calculating the aerodynamic distributed load of an aircraft as provided in this application embodiment.

[0018] Figure 2 This is another flowchart illustrating the calculation method for the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application.

[0019] Figure 3 This is another flowchart illustrating the calculation method for the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application.

[0020] Figure 4 This is another flowchart illustrating the calculation method for the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application.

[0021] Figure 5 This is another flowchart illustrating the calculation method for the aerodynamic load distribution of the entire aircraft provided in the embodiments of this application.

[0022] Figure 6 This is a flowchart illustrating one of the methods for calculating the aerodynamic distributed load of an aircraft as provided in the embodiments of this application.

[0023] Figure 7 This is a block diagram of the device described in the embodiments of this application.

[0024] The realization of the objectives, functional features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and textual descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0025] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0026] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, components, features, and elements with the same names in different embodiments of this application may have the same meaning or different meanings, the specific meaning of which must be determined by its interpretation in that specific embodiment or further in conjunction with the context of that specific embodiment.

[0027] It should be understood that although the terms first, second, third, etc., may be used herein to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this document, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, can be interpreted as "when," "when," or "in response to determination." Furthermore, as used herein, the singular forms "a," "an," and "the" are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms "comprising," "including," indicate the presence of the stated feature, step, operation, element, component, item, kind, and / or group, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups. The terms "or" and "and / or" as used herein are to be interpreted as inclusive, or mean any one or any combination thereof. Therefore, "A, B, or C" or "A, B, and / or C" means "any one of the following: A; B; C; A and B; A and C; B and C; A, B, and C". Exceptions to this definition will only occur if the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0028] It should be understood that although the steps in the flowcharts of this application's embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0029] It should be noted that step designations such as S11 and S12 are used in this document for the purpose of more clearly and concisely describing the corresponding content, and do not constitute a substantial limitation on the order. In specific implementation, those skilled in the art may execute S12 first and then S11, etc., but these should all be within the protection scope of this application.

[0030] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0031] In the following description, the use of suffixes such as "module," "part," or "unit" to denote elements is solely for the purpose of illustrative purposes and has no specific meaning in itself. Therefore, "module," "part," or "unit" may be used interchangeably.

[0032] See Figure 1 , Figure 1 This is a flowchart illustrating the method for calculating the aerodynamic distributed loads of an aircraft as provided in this embodiment. The specific implementation steps of this embodiment are as follows: S101: Extract the positional feature information of each component of the aircraft.

[0033] The station location feature information refers to a set of key parameters extracted from the 3D digital prototype of the aircraft, used to systematically describe the geometry, spatial position, and topological relationships of various components (such as wings, fuselage, horizontal stabilizer, and vertical stabilizer). This information is stored in the form of a parameterized table, and the feature information for each station location includes at least the following: Identification information: a globally unique station ID, its associated component ID, and its type.

[0034] For example, a station number can be set as "Left Wing Station 10", its component number is "Left Main Wing", and its type is "Wing".

[0035] Spatial information: Three-dimensional coordinates (X, Y, Z) in the body coordinate system.

[0036] For example, the spatial coordinates of the "left wing position 10" can be recorded as (X: 12000 mm, Y: 3500 mm, Z: 1500 mm).

[0037] Geometric information: For airfoil components: local chord length, airfoil parameters (or coordinates of the defined point), twist angle, and sweep angle.

[0038] For example, for the wing position, its geometric information is recorded as follows: chord length 2500 mm, airfoil is "a certain standard airfoil", twist angle -1.5 degrees, sweep angle 25 degrees.

[0039] For solid components: cross-sectional shape parameters (such as radius) and axial direction.

[0040] For example, the geometric information of a station numbered "fuse midsection station 05" is recorded as follows: the cross-sectional shape is circular with a radius of 1500 mm, and the axial direction is parallel to the longitudinal axis of the fuselage.

[0041] Related information: The serial number of the component and the ID of the adjacent station are used to define its influence range.

[0042] For example, the sequence number of "left wing station 10" is 10. Its preceding adjacent station is "left wing station 9", and its following adjacent station is "left wing station 11". This information is directly used in subsequent calculations to determine the aerodynamic load region to which this station belongs. That is, its upper boundary is the average of its own Y coordinate and the next adjacent station, and its lower boundary is the average of its own Y coordinate and the previous adjacent station.

[0043] S102: Determine the structural station network of each component of the aircraft based on the station feature information.

[0044] Among them, the structured station network refers to a structured network model that organizes discrete station feature information into a structured network model using mathematical methods.

[0045] In practice, curve fitting can be used to fit the wing chord length distribution into a smooth curve, and a grid generation algorithm can be used to generate a computational grid on the aircraft surface to form a complete structural station network.

[0046] For example, for wing components, several stations can be divided along the span, each station containing characteristic information such as chord length and airfoil, and the structural station network of the wing can be constructed through these stations.

[0047] S103: Obtain the flight status parameters of the aircraft.

[0048] Among them, flight state parameters refer to the state parameters of an aircraft under specific flight conditions.

[0049] Specifically, flight status parameters include key parameters that affect aerodynamic characteristics, such as flight altitude, Mach number, angle of attack, and sideslip angle.

[0050] For example, when calculating cruise state loads, flight state parameters can be taken as cruise altitude of 11,000 meters, Mach number of 0.8, and angle of attack of 2 degrees.

[0051] S104: Based on the structural station network and the flight state parameters, the aerodynamic load distribution data of each component of the aircraft is calculated.

[0052] Based on the structural station network and the flight state parameters, the aerodynamic load distribution data of each component of the aircraft are calculated.

[0053] For example, the surface element method or computational fluid dynamics method can be used to calculate the pressure distribution on the surface of each component of the aircraft based on the structural station network and combined with flight state parameters, and then the load data such as shear force and bending moment at each station can be obtained by integration.

[0054] S105, based on the aerodynamic load distribution data, perform strength verification on each component of the aircraft.

[0055] Strength verification refers to verifying the safety and reliability of the aircraft structure under aerodynamic loads.

[0056] For example, the calculated aerodynamic load distribution data can be used as input loads, and the strength of the aircraft structure can be calculated using finite element analysis software to verify whether each component meets the strength requirements.

[0057] Through the above steps, the aerodynamic load distribution calculation method for the entire aircraft provided in this application realizes a complete calculation process from aircraft geometric feature extraction to final structural strength verification. By constructing a structural position network and combining it with flight state parameters, this method can efficiently and accurately calculate the aerodynamic load distribution of all components of the aircraft, providing a reliable technical means for aircraft structural design and strength verification, and effectively improving the efficiency of the aircraft design process and the accuracy of the calculation results.

[0058] See Figure 2 , Figure 2 This is another flowchart illustrating the method for calculating the aerodynamic distributed load of the entire aircraft provided in this application embodiment, as shown below. Figure 2 As shown, in step S104, the dual-frequency carrier phase observations are processed to obtain the dual-frequency integer ambiguity solution, which includes the following steps: S201: Obtain aerodynamic load distribution data of the entire surface of the aircraft corresponding to the flight state parameters.

[0059] The aerodynamic load distribution data of the entire surface of the aircraft refers to detailed aerodynamic pressure distribution data covering the entire outer surface of the aircraft, obtained through aerodynamic calculation methods (such as computational fluid dynamics CFD simulation or surface element method calculation).

[0060] For example, CFD software can be used to perform numerical simulations of specific flight conditions (such as Mach number 0.8 and angle of attack 2°) and output the pressure coefficient distribution data on each grid cell of the entire aircraft surface.

[0061] S202: Based on the spanwise coordinates of the positions of each component in the structural station network, surface units whose spanwise coordinates are located within the spanwise interval associated with the position are selected from the aerodynamic load distribution data of the entire surface of the aircraft, forming a subset of surface units for each component position.

[0062] The spanning interval refers to a region with a certain width centered on the spanning coordinates of the station, used to belong to adjacent surface units.

[0063] For example, for a wing component, if the spanwise coordinate of a certain station is Y=5 meters, its associated spanwise interval is set to [4.8 meters, 5.2 meters]. All grid cells whose Y coordinates fall within this interval are selected from the entire aircraft surface data; these cells are then assigned to the surface cell subset of that station.

[0064] S203: Integrate the surface pressure of each of the surface unit subsets to obtain the six-component aerodynamic coefficients of each component's position under the target flight state.

[0065] The six-component aerodynamic coefficients include dimensionless coefficients of three force components (drag, lift, and lateral force) and three moment components (rolling moment, pitching moment, and yaw moment).

[0066] Specifically, the six-component aerodynamic coefficients of station S_i are obtained by integrating the subset of surface elements (i.e., the set of grid points) belonging to station S_i. The specific calculation formula is as follows:

[0067]

[0068]

[0069] Where ks is the grid point number selected for this station, nks(i) is the number of grid points under this station, and q(m) is the velocity pressure corresponding to the Mach number ma(m).

[0070] The calculation of aerodynamic moment coefficients in three directions requires force translation and equivalence, and the specific formulas are as follows:

[0071]

[0072]

[0073] Based on this, the six-component aerodynamic coefficients for specific flight states and positions are obtained.

[0074] S204: Based on the six-component aerodynamic coefficients, calculate the distributed load of each component at the station position under the target flight state.

[0075] The distributed load refers to the load value that converts the dimensionless aerodynamic coefficient into an actual physical quantity.

[0076] For example, according to the formula (where q is dynamic pressure, C is aerodynamic coefficient, and S_ref is reference area), the six-component aerodynamic coefficients are converted into actual distributed loads (forces and moments) at the corresponding stations for subsequent strength verification.

[0077] This embodiment precisely correlates the aerodynamic load data of the entire aircraft with the structural station network and employs a station-based integral calculation method. This efficiently and accurately transforms continuous aerodynamic pressure distribution into engineering-usable load data at discrete stations, providing crucial technical support for aircraft structural design. The method effectively solves the problems of inaccurate load allocation and low matching degree with the structural model in traditional methods, significantly improving the accuracy and efficiency of aircraft load calculation.

[0078] See Figure 3 , Figure 3 This is another flowchart illustrating the method for calculating the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application, as shown below. Figure 3 As shown, in step S202, the surface units whose spanwise coordinates are located within the spanwise interval associated with the station are selected from the aerodynamic load distribution data of the entire surface of the aircraft. This includes the following steps: S301: Associate the current station with its adjacent front and rear stations in the span direction.

[0079] The preceding and following stations refer to the two stations that are directly adjacent to the current station along the longitudinal direction in the structural station network.

[0080] Specifically, for wing components, the positions are arranged in spanwise order, with the previous adjacent position being closer to the wing root and the next adjacent position being closer to the wingtip.

[0081] S302: The average value of the spanwise coordinates of the previous adjacent station and the spanwise coordinates of the current station is determined as the lower boundary of the spanwise interval; The average of the axial coordinates of the current station and the axial coordinates of the next adjacent station is determined as the upper boundary of the axial interval.

[0082] The spanning interval is used to determine the range of surface units belonging to the current station.

[0083] Specifically, by calculating the average spanwise coordinates of adjacent stations to define the interval boundary, it can be ensured that each surface unit can be reasonably assigned to the corresponding station, and that the assigned areas of each station are continuous and non-overlapping.

[0084] S303: Select the spanning regions whose spanning coordinates are both not less than the lower boundary and not greater than the upper boundary as surface units.

[0085] The surface unit subset refers to the set of all surface units belonging to the current station, selected from the aerodynamic load distribution data of the entire aircraft surface.

[0086] Specifically, the process iterates through all grid cells on the entire surface of the aircraft, determining whether the spanwise coordinates of each cell fall within the spanwise interval defined by the current station position. For each surface cell, the spanwise coordinate values ​​of its center point or feature points are extracted, and these coordinate values ​​are compared with the spanwise interval boundary of the current station position.

[0087] For example, for a mesh cell on the upper surface of an airfoil, calculate the spanwise coordinate Y_unit of its center point. Let the spanwise coordinate of the current station be Y_current = 5 meters, the previous adjacent station be Y_prev = 4.5 meters, and the next adjacent station be Y_next = 5.5 meters. Then the lower boundary Y_lower = (4.5 + 5) / 2 = 4.75 meters, and the upper boundary Y_upper = (5 + 5.5) / 2 = 5.25 meters. The condition is: Y_lower ≤ Y_unit ≤ Y_upper. All surface cells satisfying this condition constitute a subset of the surface cells at the current station.

[0088] Through the above embodiments, this application automatically determines the assigned interval by the average coordinates of adjacent stations, avoiding the subjectivity of manual division, ensuring the scientificity and accuracy of load allocation, and laying a solid foundation for subsequent accurate calculation of station distribution loads.

[0089] See Figure 4 , Figure 4 This is another flowchart illustrating the calculation method for the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application, as shown below. Figure 4As shown, in step S104, the aerodynamic distributed load data is calculated based on the structural station network and flight status. This includes the following steps: S401: Determine the target flight state parameters corresponding to the flight state.

[0090] The target flight state parameters refer to the combination of parameters under specific flight conditions that require load calculation.

[0091] Specifically, the target flight status parameters include key flight parameters such as Mach number, angle of attack, sideslip angle, and altitude.

[0092] For example, when it is necessary to calculate the load distribution of an aircraft in cruise mode (altitude 10,000 meters, Mach number 0.8), these parameters are the target flight state parameters.

[0093] S402: Based on the aforementioned structural station network, a database of aerodynamic coefficients for reference flight states is constructed using surface aerodynamic load distribution data corresponding to various reference flight attitudes.

[0094] Among them, the reference flight state aerodynamic coefficient library refers to the database of aerodynamic coefficients pre-calculated under different reference flight attitudes.

[0095] Specifically, surface pressure distribution under various baseline flight attitudes (such as different combinations of angle of attack and Mach number) is obtained through CFD calculations or wind tunnel tests, and then the aerodynamic coefficients of each station are obtained by integral calculation based on the structural station network.

[0096] For example, a reference state aerodynamic coefficient library is established with angles of attack ranging from -5° to +20° (1° interval) and Mach numbers ranging from 0.3 to 0.9 (0.1 interval).

[0097] S403: Based on the aforementioned structural station network, an incremental flight state aerodynamic coefficient library is constructed using the surface aerodynamic load distribution data corresponding to the flight control state and its corresponding reference flight attitude.

[0098] Among them, the incremental flight state aerodynamic coefficient database refers to the database of aerodynamic coefficient changes relative to the baseline state due to factors such as control surface deflection.

[0099] Specifically, an incremental coefficient library is established by calculating the difference in aerodynamic coefficients between flight control states such as control surface deflection (e.g., flap deflection, rudder deflection) and the corresponding reference states.

[0100] For example, calculate the aerodynamic coefficient increments of flap deflection states of 10°, 20°, 30°, etc., relative to the baseline state (flap 0°).

[0101] S404: Based on the target flight state parameters, obtain the corresponding reference aerodynamic coefficient from the reference flight state aerodynamic coefficient library, and obtain the corresponding aerodynamic coefficient increment from the corresponding incremental flight state aerodynamic coefficient library.

[0102] The required data is obtained from a pre-established coefficient library through query and interpolation methods.

[0103] Specifically, based on the target flight state parameters, a multidimensional interpolation method is used to obtain the baseline coefficients from the baseline library, while the corresponding coefficient increments are obtained from the increment library based on the actual control state.

[0104] For example, if the target state is Mach number 0.75, angle of attack 3°, and flap deflection 15°, then the reference coefficients for Mach number 0.75 and angle of attack 3° are obtained from the reference library by interpolation, and the coefficient increments for flap deflection 15° are obtained from the increment library.

[0105] S405: Combine the acquired reference aerodynamic coefficient with the aerodynamic coefficient increment to calculate the distributed load data of each station in the structural station network under the target flight state.

[0106] The final distributed load data is obtained through coefficient synthesis and unit conversion.

[0107] Specifically, the reference aerodynamic coefficient is algebraically superimposed with the corresponding aerodynamic coefficient increment, and then converted into the actual distributed load based on parameters such as dynamic pressure and reference area.

[0108] For example, the total aerodynamic coefficient is obtained by adding the baseline coefficient and the incremental coefficient, and then calculated using the formula... (Where q is dynamic pressure, C is aerodynamic coefficient, and S_ref is reference area) The distributed load data of each station are calculated.

[0109] This embodiment establishes a baseline flight state aerodynamic coefficient library and an incremental flight state aerodynamic coefficient library, and uses a coefficient synthesis method to quickly calculate the distributed load data under the target flight state, which greatly improves the calculation efficiency while ensuring the calculation accuracy, providing an efficient and reliable technical solution for aircraft load calculation.

[0110] See Figure 5 , Figure 5 This is another flowchart illustrating the calculation method for the aerodynamic distributed load of the entire aircraft provided in the embodiments of this application, as shown below. Figure 5 As shown, in step S402, based on the structural station network, a baseline flight state aerodynamic coefficient library is constructed using surface aerodynamic load distribution data corresponding to various baseline flight attitudes. This includes the following steps: S501: Acquire surface aerodynamic load distribution data under various reference flight attitudes.

[0111] The reference flight attitude refers to the combination of key flight states that cover the typical flight envelope of an aircraft.

[0112] Specifically, the surface pressure distribution of the entire aircraft under different flight attitudes is obtained through computational fluid dynamics (CFD) numerical simulation, wind tunnel test data, or flight test data.

[0113] For example, surface pressure distribution data can be obtained for various combinations of flight attitudes, such as Mach number from 0.3 to 0.9 (interval of 0.1), angle of attack from -5° to +20° (interval of 1°), and sideslip angle of 0°.

[0114] S502: For each reference flight attitude, based on the structure station network, calculate the six-component aerodynamic coefficients of each station in that attitude.

[0115] The six-component aerodynamic coefficients include three force coefficients (drag coefficient CD, lift coefficient CL, lateral force coefficient CY) and three moment coefficients (roll moment coefficient Cl, pitch moment coefficient Cm, yaw moment coefficient Cn).

[0116] Specifically, for each reference flight attitude, the acquired surface pressure data is mapped onto the surface units corresponding to each station in the structural station network. By integrating the surface unit pressure of each station, the six-component aerodynamic coefficient of that station in the body coordinate system is obtained.

[0117] For example, for a specific position on an airfoil, the pressure on its corresponding surface element is integrated in three directions within the airframe coordinate system to obtain the normal force, chordal force, and spanwise force at that position. These forces are then dimensionlessly converted using the reference area and dynamic pressure to obtain the force coefficients. Simultaneously, the torque is calculated and dimensionlessly converted to obtain the torque coefficients.

[0118] S503: Systematically store the six-component aerodynamic coefficients to form the reference flight state aerodynamic coefficient library.

[0119] The coefficient library is stored using a multidimensional database structure, which facilitates fast querying and interpolation calculations.

[0120] Specifically, a structured database is established, indexed by flight parameters (Mach number, angle of attack, sideslip angle) and containing six-component aerodynamic coefficients for each station.

[0121] For example, a multidimensional array or professional database format can be used for storage, where the first dimension is the Mach number, the second dimension is the angle of attack, the third dimension is the sideslip angle, and each node stores the six-component aerodynamic coefficient data for all positions in the corresponding flight state.

[0122] This embodiment constructs a complete aerodynamic coefficient library for baseline flight states through systematic data acquisition, precise coefficient calculation, and standardized data storage. This coefficient library provides a reliable data foundation for subsequent rapid calculation of aerodynamic loads under arbitrary flight states, significantly improving the efficiency and accuracy of aircraft load calculations and providing important technical support for aircraft structural design and strength verification.

[0123] See Figure 6 , Figure 6 This is a flowchart illustrating one of the methods for calculating the aerodynamic distributed loads of an aircraft as provided in the embodiments of this application. Figure 6 As shown, in step S402, based on the structural station network, constructing at least one incremental flight state aerodynamic coefficient library using surface aerodynamic load distribution data corresponding to at least one specific flight control state and its corresponding reference flight attitude includes the following steps: S601: For at least one specific flight control state, acquire surface aerodynamic load distribution data under its corresponding reference flight attitude.

[0124] The specific flight control state refers to the change in flight state caused by factors such as control surface deflection and engine status changes.

[0125] Specifically, CFD numerical simulation or experimental methods are used to obtain the surface pressure distribution data of the entire aircraft under specific flight control states (such as flap deflection, rudder deflection, and engine thrust change) and their corresponding baseline flight attitudes (control surfaces not deflected, engine idling state).

[0126] For example, obtain surface pressure distribution data under the same Mach number of 0.7 and angle of attack of 3° when the flaps are deflected at 15° (a specific flight control state) and at 0° (corresponding to the reference flight attitude).

[0127] S602: Based on the structure station network, calculate the six-component aerodynamic coefficients of each station under the specific flight control state and the corresponding reference flight attitude.

[0128] The six-component aerodynamic coefficients include three force coefficients and three moment coefficients.

[0129] Specifically, the surface pressure data obtained in step S601 under the two states are mapped to each station of the structural station network. By integrating the surface unit pressure corresponding to each station, the six-component aerodynamic coefficients of each station under the two states are obtained.

[0130] For example, for a certain position on the wing, calculate the drag coefficient, lift coefficient, lateral force coefficient, roll moment coefficient, pitch moment coefficient, and yaw moment coefficient for that position with the flaps deflected at 15° and 0° respectively.

[0131] S603: Calculate the difference in aerodynamic coefficients for each station under the two conditions.

[0132] The aerodynamic coefficient difference refers to the change in aerodynamic coefficients relative to a reference flight attitude under a specific flight control state, and is stored in an incremental database. The specific calculation formula for the aerodynamic coefficient difference is as follows: Taking the construction of the sideslip angle increment library as an example, the surface pressure distribution of various components of the entire machine under different CFD sideslip angle states is processed. Taking a certain station [xs(i), ys(i), zs(i)] under any Mach number ma(m), angle of attack a(j), and sideslip angle b(n) as an example, the six-component aerodynamic coefficients (i.e., aerodynamic coefficient differences) of this station under the sideslip angle increment are directly calculated by the following formula: The formula for calculating the aerodynamic coefficient increment is as follows:

[0133]

[0134]

[0135] The formula for calculating the increment of the aerodynamic torque coefficient is as follows:

[0136]

[0137]

[0138] Wherein, cp2(ks) is the surface pressure coefficient of the CFD grid under the state of Mach number ma(m), angle of attack a(j), and sideslip angle b(n) (a specific flight control state); cp1(ks) is the surface pressure coefficient of the CFD grid under the state of Mach number ma(m), angle of attack a(j), and zero sideslip angle (corresponding to the reference flight attitude). ks is the grid point number selected for this station, and nks(i) is the number of grid points under this station. sc(ks) is the area of ​​the ks-th grid point. [nx(ks), ny(ks), nz(ks)] are the outward normal vector components of the ks-th grid point. [xs(i), ys(i), zs(i)] are the coordinates of the i-th station. [xc(ks), yc(ks), zc(ks)] are the center coordinates of the ks-th grid point. q(m) is the velocity pressure corresponding to the Mach number ma(m). S, sb, and sc are the preset reference area and reference length.

[0139] The aerodynamic coefficient increments (differences) obtained directly from the above formulas, namely cx(i), cy(i), cz(i), cmx(i), cmy(i), and cmz(i), are the aerodynamic coefficient increments (differences) at the sideslip angle b(n) for that station. For other specific flight control states (such as elevator deflection, rudder deflection, aileron deflection, etc.), the method for constructing the increment library is similar, using the integral form of (cp2 - cp1), where cp2 corresponds to the specific control state and cp1 corresponds to its baseline state.

[0140] S604: Systematically store the aerodynamic coefficient difference to form an incremental flight state aerodynamic coefficient library corresponding to the specific flight control state.

[0141] The incremental flight state aerodynamic coefficient library is stored using the same index structure as the baseline coefficient library.

[0142] Specifically, a database is established with flight parameters (Mach number, angle of attack, etc.) as indexes and the differences in the six-component aerodynamic coefficients of each station as data content.

[0143] For example, for a specific flight control state with flap deflection of 15°, an incremental coefficient library is established to store the incremental data of aerodynamic coefficients at each station under different Mach number and angle of attack combinations, so as to facilitate the subsequent acquisition of coefficient increments under any flight state through interpolation query.

[0144] This embodiment constructs an incremental aerodynamic coefficient library for specific flight control states relative to a baseline flight attitude through a systematic data processing workflow. This coefficient library, used in conjunction with the baseline flight state aerodynamic coefficient library, enables rapid calculation of aerodynamic loads under complex flight conditions via coefficient synthesis. This significantly improves the efficiency and applicability of aircraft load calculations, providing crucial technical support for aircraft maneuverability analysis and load calculation.

[0145] Furthermore, the step of obtaining the corresponding reference aerodynamic coefficient from the reference flight state aerodynamic coefficient library based on the target flight state parameters, and obtaining the corresponding aerodynamic coefficient increment from the corresponding incremental flight state aerodynamic coefficient library, includes: As a specific implementation of this embodiment, when the flight attitude parameters in the target flight state parameters do not completely match the reference flight attitude parameters pre-stored in the reference flight state aerodynamic coefficient library, the corresponding reference aerodynamic coefficients are obtained by interpolation calculation.

[0146] In the reference flight state aerodynamic coefficient library, multiple reference points closest to the target flight attitude parameters are located. For example, when the target Mach number is 0.75, if the reference library stores data for Mach numbers 0.7 and 0.8, these two Mach numbers are selected as interpolation nodes; similarly, if the target angle of attack is 2.5°, and the reference library stores data for angles of attack of 2° and 3°, these two angles of attack are selected as interpolation nodes, thus forming an interpolation grid containing four reference points.

[0147] The appropriate interpolation algorithm is selected based on the parameter dimensions. For a single parameter mismatch, one-dimensional linear interpolation is used; for two parameter mismatches, bilinear interpolation is used; and for three parameter mismatches, trilinear interpolation is used. The specific steps of the interpolation calculation are as follows: first, interpolation is performed in the first parameter direction (e.g., Mach number) to obtain the aerodynamic coefficients at the midpoint; then, interpolation is performed in the second parameter direction (e.g., angle of attack) to finally obtain the accurate reference aerodynamic coefficients under the target flight attitude.

[0148] As a specific implementation of this embodiment, when the flight control state parameters in the target flight state parameters do not completely match the specific flight control state parameters pre-stored in the incremental flight state aerodynamic coefficient library, the corresponding aerodynamic coefficient increment is obtained by interpolation calculation.

[0149] Specifically, flight control state parameters are mapped to the index space of the incremental coefficient library. Taking flap deflection angle as an example, if the target deflection angle is 12°, and the incremental library stores the coefficient increment data for flap deflection of 10° and 15°, then interpolation calculations need to be performed between these two angle values.

[0150] Furthermore, an appropriate interpolation strategy is selected based on the complexity of the control parameters. One-dimensional interpolation is used for a single control parameter, while multi-dimensional interpolation is used for a combination of multiple control parameters. In addition, the influence of flight attitude parameters on the incremental coefficients must be considered, and composite interpolation should be performed when necessary to ensure that the interpolation results accurately reflect the changes in aerodynamic characteristics under actual flight conditions.

[0151] Furthermore, to ensure the accuracy and reliability of interpolation calculations, a rigorous quality control mechanism must be established. This includes, but is not limited to: verifying the rationality of the interpolation node selection, ensuring the physical rationality of the interpolation results, setting interpolation error thresholds, and conducting real-time monitoring. When the target parameters exceed the storage range of the coefficient library, an extrapolation algorithm or a data supplementation mechanism should be used to avoid excessive extrapolation errors and ensure the engineering applicability of the calculation results.

[0152] By employing the interpolation calculation method described above, this embodiment effectively solves the data acquisition problem when the target flight state parameters and the parameters in the pre-stored coefficient library do not perfectly match, significantly improving the flexibility and accuracy of aerodynamic load calculation. This method provides reliable technical support for load calculation of aircraft throughout their entire flight envelope and has significant engineering application value.

[0153] Furthermore, based on the aforementioned structural station network, and utilizing the surface aerodynamic load distribution data corresponding to the flight control states and their corresponding reference flight attitudes, an incremental flight state aerodynamic coefficient library is constructed, including: Based on the aforementioned structural station network, surface aerodynamic load distribution data corresponding to different flight operation states and their corresponding reference flight attitudes are used to construct corresponding incremental flight state aerodynamic coefficient sub-libraries. Each sub-library corresponds to a different flight control state. The types of the sub-libraries include at least two of the following: sideslip angle increment library, elevator deflection increment library, rudder deflection increment library, and aileron deflection increment library.

[0154] In one specific embodiment of this application, the sideslip angle increment library is used to store the aerodynamic coefficient increments caused by changes in the sideslip angle. The construction of the sideslip angle increment library includes the following steps: Acquire surface aerodynamic load distribution data under different sideslip angle states (e.g., β=0°, ±5°, ±10°, ±15°) and their corresponding baseline states (usually β=0°). For example, obtain the overall surface pressure distribution of the aircraft under sideslip angles of +5° and 0° through CFD calculations.

[0155] Based on the structural station network, the six-component aerodynamic coefficients of each station under different sideslip angles are calculated. For each station, the difference in aerodynamic coefficients between the sideslip angle state and the baseline state is calculated to obtain the incremental data caused by the sideslip angle.

[0156] The incremental data is systematically stored according to the sideslip angle, forming a sideslip angle increment library. This library can be used to predict the changes in aerodynamic coefficients under any sideslip angle condition.

[0157] As one specific embodiment of this application, the elevator deflection increment library specifically stores the impact of elevator deflection on aerodynamic coefficients. The construction of the elevator deflection increment library includes the following steps: Obtain different elevator deflection angles (e.g., δe = -20°, -10°, 0°, +10°, +20°) and their reference states ( Surface aerodynamic load distribution data at 0°. Accurate pressure distribution was obtained through CFD simulation or wind tunnel testing.

[0158] Based on the structural station network, the aerodynamic coefficients at each station under different elevator deflection states are calculated, with a focus on analyzing the variation of the pitching moment coefficient Cm. The coefficient increments relative to the reference state for each deflection state are calculated, particularly the change in the pitching moment coefficient ΔCm.

[0159] Incremental data at different deflection angles are categorized and stored, creating an incremental sub-database indexed by elevator deflection angle. This database plays a crucial role in analyzing the longitudinal stability of aircraft.

[0160] As one specific embodiment of this application, the rudder deflection increment library is used to store changes in aerodynamic coefficients caused by rudder manipulation. The construction of the rudder deflection increment library includes the following steps: Obtain different rudder deflection angles (e.g.) Surface aerodynamic load distribution data at (-20°, -10°, 0°, +10°, +20°) and reference conditions ( Data (=0°).

[0161] Based on the structural station network, the impact of rudder deflection on lateral force and yaw moment is calculated. The changes in the lateral force coefficient CY and yaw moment coefficient Cn at each station under rudder deflection conditions are analyzed.

[0162] The incremental data caused by rudder deflection is obtained by difference calculation, and a special sub-library of rudder deflection increment is established.

[0163] As one specific embodiment of this application, the aileron deflection increment library stores data on the impact of aileron control on aerodynamic coefficients. The construction of the aileron deflection increment library includes the following steps: Acquire surface aerodynamic load distribution data under different aileron deflection combinations (such as various combinations of left aileron deflection downwards / right aileron deflection upwards), as well as data for the baseline state (neutral aileron position).

[0164] Based on the structural station network, this study focuses on analyzing the impact of aileron deflection on the roll moment coefficient Cl. The aerodynamic coefficients at each station under aileron deflection conditions are calculated, particularly the changes in the roll moment coefficient.

[0165] The incremental data under different aileron deflection combinations are systematically stored to form an aileron deflection increment sub-library.

[0166] In practical engineering applications, at least two incremental sub-libraries can be selected and used in combination according to specific needs. For example, when performing directional stability analysis, both the sideslip angle incremental library and the rudder deflection incremental library can be called simultaneously; when performing lateral control analysis, the aileron deflection incremental library and the rudder deflection incremental library can be used in combination.

[0167] Each incremental sub-library adopts a unified storage format and index structure, facilitating data querying, interpolation, and combined calculations. This modular incremental library construction method greatly improves the flexibility and engineering applicability of aerodynamic load calculations, providing strong technical support for aircraft design and performance analysis.

[0168] This embodiment establishes multiple specialized incremental flight state aerodynamic coefficient sub-libraries, achieving precise quantification of the impact of different flight control states, and providing a comprehensive and reliable data foundation for the accurate calculation of the aerodynamic distributed load of the entire aircraft.

[0169] As a specific implementation of this application, the aileron deflection increment library is used to store data on the impact of aileron control on aerodynamic coefficients. The construction of the aileron deflection increment library includes the following steps: obtaining surface aerodynamic load distribution data under different aileron deflection combinations (such as left aileron downward deflection, right aileron upward deflection, etc.), and corresponding data under the baseline state (neutral aileron position); based on the structural station network, calculating the six-component aerodynamic coefficients of each station under the aileron deflection state and the baseline state; obtaining the incremental data caused by aileron deflection by calculating the difference in aerodynamic coefficients between the two states, and systematically storing it as an aileron deflection increment sub-library. The calculation formula for the aerodynamic coefficient difference is consistent with the formula in the sideslip angle increment library construction embodiment, both using the surface pressure coefficient difference (cp - cp1) as the core for integral calculation, where cp2 represents the pressure coefficient under the aileron deflection state, and cp1 represents the pressure coefficient under the baseline state.

[0170] In practical engineering applications, at least two incremental sub-libraries can be selected and used in combination according to specific analysis needs. For example, when performing directional stability analysis, both the sideslip angle incremental library and the rudder deflection incremental library can be called simultaneously; when performing lateral control analysis, the aileron deflection incremental library and the rudder deflection incremental library can be used in combination. Each incremental sub-library adopts a unified storage format and index structure, which facilitates rapid data retrieval, interpolation, and combined calculation.

[0171] By employing the modular incremental library construction method described above, combined with a baseline aerodynamic coefficient library, efficient calculation of the aerodynamic distributed loads of the entire aircraft under any flight condition can be achieved. Specifically, during the composite calculation, based on the target flight state parameters (including Mach number, angle of attack, sideslip angle, and deflection angles of each control surface), the coefficients for the corresponding station are retrieved from the baseline library and each incremental library through querying or interpolation. Then, the total aerodynamic coefficients for that station are obtained through linear superposition. Finally, the distributed loads are calculated using the following formula: Distributed aerodynamic force formula:

[0172]

[0173]

[0174] Distributed starting torque formula:

[0175]

[0176]

[0177] in, to q represents the drag coefficient increment caused by the reference state, sideslip angle, elevator, rudder, and aileron deflection, respectively, and the other components are analogous; q is the dynamic pressure, S is the reference area, b is the wingspan reference length, and c is the mean aerodynamic chord reference length.

[0178] This embodiment establishes multiple specialized incremental flight state aerodynamic coefficient sub-libraries and clarifies their combination, invocation, and synthesis calculation rules, thereby achieving precise quantification and efficient calculation of the impact of different flight control states. This provides a systematic data foundation and implementation guarantee for the rapid and accurate calculation of the aerodynamic distributed load of the entire aircraft.

[0179] This application discloses a device for calculating the aerodynamic distributed loads of the entire aircraft using the aforementioned method. (See also...) Figure 7 The device includes a memory 311 configured to store various programs and data required for implementing the verification method. The memory 311 may be volatile memory or non-volatile memory, or may include both.

[0180] The memory 311 can be volatile memory or non-volatile memory, or both. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM); magnetic surface memory can be disk storage or magnetic tape storage. Volatile memory can be random access memory (RAM), used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Synchronous Static Random Access Memory (SSRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDRSDRAM), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM), SyncLink Dynamic Random Access Memory (SLDRAM), and Direct Rambus Random Access Memory (DRRAM).The memory 311 described in the embodiments of this application is intended to include, but is not limited to, these and any other suitable types of memory.

[0181] The memory 311 in this embodiment is used to store various types of data to support the operation of the device. Examples of this data include any computer programs used to operate on the device, such as operating systems and applications. The operating system includes various system programs, such as framework layers, core library layers, and driver layers, used to implement various basic business functions and handle hardware-based tasks. Applications can include various applications used to implement various application services. Here, the program implementing the method of this embodiment can be included in the application.

[0182] Based on the same inventive concept as the foregoing embodiments, this embodiment also provides a computer-readable storage medium storing a computer program. The computer-readable storage medium can be a magnetic random access memory (FRAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM), etc.; it can also be various devices including one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, and airborne avionics systems of aircraft. When the computer program stored in the computer-readable storage medium is run by a processor, it implements the above method. For the specific steps of the computer program being executed by the processor, please refer to [link to relevant documentation]. Figure 1 The description of the illustrated embodiments will not be repeated here.

[0183] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0184] In this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0185] The above are merely specific embodiments 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 scope of the technology 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 calculating the aerodynamic distributed loads of an aircraft, characterized in that, Extract the positional characteristics of each component of the aircraft; Based on the aforementioned station feature information, the structural station network of each component of the aircraft is determined; Obtain the flight status parameters of the aircraft; Based on the structural station network and the flight state parameters, the aerodynamic load distribution data of each component of the aircraft are calculated. Based on the aerodynamic load distribution data, the strength of each component of the aircraft is checked.

2. The method for calculating the aerodynamic distributed load of the entire aircraft according to claim 1, characterized in that, The aerodynamic load distribution data of each component of the aircraft, calculated based on the structural station network and the flight state parameters, includes: Acquire aerodynamic load distribution data for the entire surface of the aircraft corresponding to the flight state parameters; Based on the spanwise coordinates of the positions of each component in the structural station network, surface units whose spanwise coordinates are located within the spanwise interval associated with the position are selected from the aerodynamic load distribution data of the entire surface of the aircraft, forming a subset of surface units for each component of the aircraft. Integrating the surface pressure of each subset of surface units yields the six-component aerodynamic coefficients of each component's position under target flight conditions. Based on the six-component aerodynamic coefficients, the distributed load data of each component at the station position under the target flight state are calculated.

3. The method for calculating the aerodynamic distributed load of the entire aircraft according to claim 2, characterized in that, The step of selecting surface units whose spanwise coordinates fall within the spanwise interval associated with the station from the aerodynamic load distribution data of the entire surface of the aircraft includes: Associate the current station with its adjacent stations before and after it in the span direction; The average value of the spanwise coordinates of the previous adjacent station and the spanwise coordinates of the current station is determined as the lower boundary of the spanwise interval. The average value of the lateral coordinates of the current station and the lateral coordinates of the next adjacent station is determined as the upper boundary of the lateral interval. The spanwise regions whose spanwise coordinates are both not less than the lower boundary and not greater than the upper boundary are selected as surface units.

4. The method for calculating the aerodynamic distributed load of the entire aircraft according to claim 1, characterized in that, The aerodynamic load distribution data of each component of the aircraft, calculated based on the structural station network and the flight state parameters, includes: Determine the target flight state parameters corresponding to the flight state; Based on the aforementioned structural station network, a database of aerodynamic coefficients for reference flight states is constructed using surface aerodynamic load distribution data corresponding to various reference flight attitudes. Based on the aforementioned structural station network, an incremental flight state aerodynamic coefficient library is constructed using the surface aerodynamic load distribution data corresponding to the flight control state and its corresponding reference flight attitude. Based on the target flight state parameters, the corresponding reference aerodynamic coefficients are obtained from the reference flight state aerodynamic coefficient library, and the corresponding aerodynamic coefficient increments are obtained from the corresponding incremental flight state aerodynamic coefficient library. The obtained reference aerodynamic coefficients and the aerodynamic coefficient increments are combined to calculate the distributed load data of each station in the structural station network under the target flight state.

5. The method for calculating the aerodynamic distributed load of the entire aircraft according to claim 4, characterized in that, Based on the aforementioned structural station network, a baseline flight state aerodynamic coefficient library is constructed using surface aerodynamic load distribution data corresponding to various baseline flight attitudes, including: Acquire surface aerodynamic load distribution data under various reference flight attitudes; For each reference flight attitude, based on the structured station network, the six-component aerodynamic coefficients of each station under that attitude are calculated. The six aerodynamic coefficients are systematically stored to form the reference flight state aerodynamic coefficient library.

6. The method for calculating the aerodynamic distributed load of an aircraft as described in claim 5, characterized in that, Based on the aforementioned structural station network, and utilizing surface aerodynamic load distribution data corresponding to at least one specific flight control state and its corresponding reference flight attitude, at least one incremental flight state aerodynamic coefficient library is constructed, including: For at least one specific flight control state, acquire surface aerodynamic load distribution data for that state and its corresponding reference flight attitude; Based on the aforementioned structural station network, the six-component aerodynamic coefficients of each station under the specific flight control state and the corresponding reference flight attitude are calculated respectively. Calculate the difference in aerodynamic coefficients at each station under the two conditions; The aerodynamic coefficient differences are systematically stored to form an incremental flight state aerodynamic coefficient library corresponding to the specific flight control state.

7. The method for calculating the aerodynamic distributed load of the entire aircraft according to claim 4, characterized in that, The step of obtaining the corresponding reference aerodynamic coefficient from the reference flight state aerodynamic coefficient library based on the target flight state parameters, and obtaining the corresponding aerodynamic coefficient increment from the corresponding incremental flight state aerodynamic coefficient library, includes: When the flight attitude parameters in the target flight state parameters do not completely match the reference flight attitude parameters pre-stored in the reference flight state aerodynamic coefficient library, the corresponding reference aerodynamic coefficients are obtained by interpolation calculation. When the flight control state parameters in the target flight state parameters do not completely match the specific flight control state parameters pre-stored in the incremental flight state aerodynamic coefficient library, the corresponding aerodynamic coefficient increment is obtained by interpolation calculation.

8. The method for calculating the aerodynamic distributed load of an aircraft as described in claim 4, characterized in that, Based on the aforementioned structural station network, and utilizing surface aerodynamic load distribution data corresponding to flight control states and their corresponding baseline flight attitudes, an incremental flight state aerodynamic coefficient library is constructed, including: Based on the aforementioned structural station network, surface aerodynamic load distribution data corresponding to different flight operation states and their corresponding reference flight attitudes are used to construct corresponding incremental flight state aerodynamic coefficient sub-libraries. Each sub-library corresponds to a different flight control state. The types of the sub-libraries include at least two of the following: sideslip angle increment library, elevator deflection increment library, rudder deflection increment library, and aileron deflection increment library.

9. An aircraft, characterized in that, The method for calculating the aerodynamic load distribution of the entire aircraft as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The system contains a computer program that, when executed by a processor, implements the steps of the method for calculating the aerodynamic load distribution of the entire aircraft as described in any one of claims 1 to 8.

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