A method for correcting aerodynamic data of thermal deformation of an aircraft based on limited temperature measurement points

Abstract

The application discloses a method for correcting aerodynamic data of thermal deformation of an aircraft based on limited temperature measuring points, and belongs to the technical field of high-speed aircrafts, and solves the problems that a current thermal deformation decoupling prediction correction method has huge workload and does not effectively utilize measured temperature data of the aircraft, and is used for correcting the aerodynamic data of thermal deformation of the aircraft. The method comprises the following steps: arranging temperature measuring points on a surface of the aircraft; performing thermal deformation calculation on the aircraft under typical flight conditions to obtain a displacement matrix and temperatures at the temperature measuring points; obtaining a temperature matrix according to the temperatures at the temperature measuring points; obtaining a deformation modal coefficient matrix; establishing a mapping relationship between the temperature matrix and the deformation modal coefficient matrix; obtaining a neural network proxy model of an aerodynamic parameter increment affected by thermal deformation; obtaining an aerodynamic parameter of the aircraft without considering deformation; obtaining an aerodynamic increment affected by thermal deformation; and obtaining a corrected aerodynamic parameter considering thermal deformation. The application realizes rapid correction of the aerodynamic data of thermal deformation of the high-speed aircraft.

Description

Technical Field

[0001] This invention belongs to the field of high-speed aircraft technology, and in particular relates to a method for correcting the thermal deformation aerodynamic data of an aircraft based on the temperature of a limited number of measuring points. Background Technology

[0002] During prolonged flight, high-speed aircraft experience intense aerodynamic heating, leading to significant thermal deformation of the structure. This results in substantial deviations between actual aerodynamic coefficients (such as lift, drag, and moment coefficients) and cold-state design values, impacting stability control and even jeopardizing reliable flight. Redundant and conservative designs are often employed in engineering, limiting performance improvements for high-speed aircraft. General engineering designs typically use decoupled methods for calculating thermal deformation effects, including thermal environment calculations, temperature field calculations, thermal deformation calculations, and aerodynamic characteristic calculations of the deformed shape. However, accurately predicting thermal deformation is inherently difficult and computationally time-consuming. Furthermore, it is affected by the cumulative heating effects of flight profile and attitude changes over extended periods, limiting its applicability to pre-flight / post-flight testing assessments of typical moments under specific trajectories. Actual flight profile and attitude changes will deviate from the pre-flight predicted thermal deformation. In actual flight tests, temperature monitoring points are deployed on the aircraft to monitor temperature changes in typical locations in real time. Although the number of temperature monitoring points is generally limited due to cost, installation, and other factors, making it impossible to directly reconstruct the complete temperature field distribution of the aircraft, it still serves as an important reference for determining thermal deformation.

[0003] Current methods for decoupling and predicting thermal deformation are labor-intensive and do not effectively utilize measured aircraft temperature data, making real-time correction during flight impossible. How to quickly predict the impact of thermal deformation on aerodynamic characteristics based on limited temperature measurement data combined with predictive results from typical operating conditions before flight testing is a pressing problem that needs to be solved. Summary of the Invention

[0004] The technical problem solved by this invention is to overcome the shortcomings of the prior art and provide a method for correcting the thermal deformation aerodynamic data of aircraft based on the temperature of limited measuring points, thereby realizing the rapid correction of the thermal deformation aerodynamic data of high-speed aircraft.

[0005] The objective of this invention is achieved through the following technical solution: a method for correcting the thermal deformation aerodynamic data of an aircraft based on temperature at finite measurement points, comprising: arranging temperature measurement points on the surface of the aircraft; performing thermal deformation calculations on the aircraft under typical flight conditions to obtain a displacement matrix and the temperature at the temperature measurement points, and obtaining a temperature matrix based on the temperature at the temperature measurement points; performing eigenorthogonal decomposition on the displacement matrix to obtain a matrix composed of the first k deformation mode vectors, where k is greater than 5 and is an integer, and obtaining a deformation mode coefficient matrix based on the displacement matrix and the matrix composed of the first k deformation mode vectors; establishing a mapping relationship between the temperature matrix and the deformation mode coefficient matrix; and superimposing perturbations on each of the first k deformation mode vectors to generate a deformed shape sample. Computational fluid dynamics (CFD) methods are used to simulate deformable shape samples to obtain the incremental impact of thermal deformation on aerodynamic characteristics. Based on this incremental impact, a neural network surrogate model of the aerodynamic parameters of the thermal deformation impact is obtained. The aerodynamic parameters of the aircraft without considering deformation are acquired. Based on the mapping relationship between temperature and temperature matrix at temperature measurement points during flight and deformation mode coefficient matrix, the time-varying coefficient matrix of deformation modes is obtained. Based on the time-varying coefficient matrix of deformation modes and the neural network surrogate model of the aerodynamic parameters of the thermal deformation impact, the aerodynamic increment of thermal deformation impact is obtained. Based on the aerodynamic parameters of the aircraft without considering deformation and the aerodynamic increment of thermal deformation impact, the corrected aerodynamic parameters considering thermal deformation are obtained.

[0006] In the above method for correcting the thermal deformation aerodynamic data of an aircraft based on temperature at finite measurement points, the temperature measurement points are arranged at the aircraft nose, the aircraft bottom frame, the leading edge of the aircraft wing rudder, the windward surface at the axial position of the aircraft's center of mass, and the leeward surface at the axial position of the aircraft's center of mass.

[0007] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, the temperature matrix size is... The size of the displacement matrix is ;in, For flight condition data, Number of temperature measurement points This represents the number of nodes in the finite element mesh.

[0008] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement points, the deformation mode coefficient matrix... It can be obtained through the following formula: ; in, The deformation modal coefficient matrix, Let be the displacement matrix. It is a matrix composed of the first k deformation mode vectors.

[0009] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement points, the temperature matrix... With deformation mode coefficient matrix The mapping relationship between them is obtained through the following formula: ; in, The deformation modal coefficient matrix, This is a temperature matrix. This is the regression coefficient matrix. This is the bias term matrix.

[0010] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, the deformed shape sample is obtained by the following formula: ; in, For the first Geometric coordinates of a deformable shape sample The geometric coordinates of the zero-deformation shape For the first In the first deformable shape sample The perturbation amplitude coefficients of each deformation mode, The mode number is the deformation mode number. This refers to the sample number of the deformed shape. For the deformation mode number, For the first One deformation mode.

[0011] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, the neural network surrogate model for the influence of thermal deformation on incremental aerodynamic parameters is as follows: ;in, Thermal deformation affects aerodynamic increment. For the trained neural network surrogate model function, Mach number, For the angle of attack, Sideslip angle, To calculate the first deformation mode coefficient in the simulation, To calculate the second deformation mode coefficient in the simulation, For the calculation simulation of the first One deformation mode coefficient, The number of deformation modes.

[0012] In the above method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, the corrected aerodynamic parameters considering thermal deformation are obtained by the following formula: ; in, To account for the corrected aerodynamic parameters due to thermal deformation, To disregard the aerodynamic parameters of the aircraft during deformation, Thermal deformation affects aerodynamic increment. For height, Mach number, For the angle of attack, Sideslip angle, For the first aerodynamic rudder deflection, For the second aerodynamic rudder deflection, For the first The air rudder deflects. This refers to the number of air rudders.

[0013] Compared with the prior art, the present invention has the following advantages: This invention avoids the computational bottleneck of online fluid-structure-thermal coupling, enabling rapid and detailed aerodynamic correction of the thermal deformation effects on high-speed aircraft, and providing strong support for the rapid assessment and fine design of the thermal deformation effects on aircraft. Attached Figure Description

[0014] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart of a method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, provided in an embodiment of the present invention. Detailed Implementation

[0015] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the disclosure to those skilled in the art. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0016] Figure 1 This is a flowchart of a method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature, provided in an embodiment of the present invention. Figure 1 As shown, the method includes: Temperature measuring points are arranged on the surface of the aircraft; The displacement matrix is ​​obtained by performing thermal deformation calculations on the aircraft under typical flight conditions. The temperature matrix is ​​obtained based on the temperature at the temperature measuring point. Among them, the flight conditions should be selected along the flight profile and cover the entire profile, and should be able to reflect the heating effect accumulated over a long period of time in actual flight, and should be distributed as evenly as possible within the range of parameters such as angle of attack, Mach number, and altitude. For the displacement matrix Performing eigenorthogonal decomposition yields a matrix composed of the first k deformation mode vectors. k is greater than 5 and is an integer, according to the displacement matrix The matrix consisting of the first k deformation mode vectors Obtain the deformation mode coefficient matrix ; Establish temperature matrix With deformation mode coefficient matrix Mapping relationship between them; For each of the first k deformation modal vectors, a perturbation is superimposed to generate a deformable shape sample. Computational fluid dynamics methods are then used to analyze the deformable shape sample. Simulations were performed to obtain the incremental effect of thermal deformation on aerodynamic characteristics. Based on the incremental effect of thermal deformation on aerodynamic characteristics A neural network surrogate model for the influence of thermal deformation on incremental aerodynamic parameters was obtained; Obtain the aerodynamic parameters of the aircraft without considering deformation; Based on the temperature at the temperature measurement points during flight and the temperature matrix With deformation mode coefficient matrix The mapping relationship between the two is used to obtain the coefficient matrix of the deformation mode as a function of time. Based on the coefficient matrix of the deformation mode as a function of time and the neural network surrogate model of the aerodynamic parameters of the thermal deformation effect, the aerodynamic increment of the thermal deformation effect is obtained. Based on the aerodynamic parameters of the aircraft without considering deformation and the aerodynamic increment caused by thermal deformation, the corrected aerodynamic parameters considering thermal deformation are obtained.

[0017] Temperature measurement points are arranged at the nose of the aircraft, the bottom frame of the aircraft, the leading edge of the aircraft wing and rudder, the windward surface at the axial position of the aircraft's center of mass, and the leeward surface at the axial position of the aircraft's center of mass.

[0018] The size of the temperature matrix is The size of the displacement matrix is ;in, For flight condition data, Number of temperature measurement points This represents the number of nodes in the finite element mesh.

[0019] Deformation mode coefficient matrix It can be obtained through the following formula: ; in, The deformation modal coefficient matrix, Let be the displacement matrix. It is a matrix composed of the first k deformation mode vectors.

[0020] Temperature matrix With deformation mode coefficient matrix The mapping relationship between them is obtained through the following formula: ; in, The deformation modal coefficient matrix, This is a temperature matrix. This is the regression coefficient matrix. This is the bias term matrix.

[0021] The deformable shape sample is obtained using the following formula: ; in, For the first Geometric coordinates of a deformable shape sample The geometric coordinates of the zero-deformation shape For the first In the first deformable shape sample The perturbation amplitude coefficients of each deformation mode, The mode number is the deformation mode number. This refers to the sample number of the deformed shape. For the deformation mode number, For the first One deformation mode.

[0022] The neural network surrogate model for the effect of thermal deformation on incremental aerodynamic parameters is as follows: ; in, Thermal deformation affects aerodynamic increment. For the trained neural network surrogate model function, Mach number, For the angle of attack, Sideslip angle, To calculate the first deformation mode coefficient in the simulation, To calculate the second deformation mode coefficient in the simulation, For the calculation simulation of the first One deformation mode coefficient, The number of deformation modes.

[0023] The aerodynamic parameters, after considering thermal deformation correction, are obtained using the following formula: ; in, To account for the corrected aerodynamic parameters due to thermal deformation, To disregard the aerodynamic parameters of the aircraft during deformation, Thermal deformation affects aerodynamic increment. For height, Mach number, For the angle of attack, Sideslip angle, For the first aerodynamic rudder deflection, For the second aerodynamic rudder deflection, For the first The air rudder deflects. This refers to the number of air rudders.

[0024] Specifically, the method includes the following steps: Step 1: Temperature Measurement Point Arrangement. Temperature measurement points are arranged on the surface of the aircraft. The measurement points should cover the high-temperature areas and large deformation sensitive areas under the main flight conditions, such as the aircraft nose, bottom frame, wing leading edge, and the windward and leeward surfaces at the axial position of the aircraft's center of mass. Thin-film thermocouples are used to measure the temperature change at the measurement points over time.

[0025] Step 2: Conduct thermal deformation calculations of the aircraft under typical flight conditions. Record the temperature matrix S at the measuring points on the aircraft surface. T and the displacement matrix S of all finite element mesh nodes d The temperature matrix has a size of N. case ×N sensor The displacement matrix has a size of N. case ×N node , where N case N is the flight condition number calculated for thermal deformation. sensor N represents the number of temperature measurement points arranged in step one. node The number of finite element mesh nodes selected for deformation calculations should be sufficient to cover the Mach number within the flight profile. Ma ), angle of attack ( α ) and dynamic pressure ( q )scope.

[0026] Step 3: Extract the principal displacement modes. For the displacement matrix S obtained in Step 2... d Perform intrinsic orthogonal decomposition (POD) to obtain a matrix composed of the first k principal deformation mode vectors. k should be greater than 5. The deformation field for each working condition in step two can be expressed as: ,in This represents the deformation mode coefficient matrix for each working condition in step two. The deformation field at any moment during flight testing can be expressed as: ,in It is the time-varying coefficient matrix of each deformation mode. Let i be the deformation mode vector. Let t be the coefficient matrix of the i-th mode as a function of time, where t is time.

[0027] Step 4: Establish the mapping relationship between the temperature at the measuring point and the deformation modal coefficients. Applying the linear elasticity assumption, the following overdetermined equations can be obtained: The coefficient matrices W and B can be solved using the least squares method. The deformation modal coefficient matrix obtained in step three is... Here, W is the temperature matrix at the measuring points on the aircraft surface calculated in step two, W is the regression coefficient matrix obtained, and B is the bias term matrix.

[0028] Step 5: Establish a surrogate model for the incremental aerodynamic parameters affected by thermal deformation. Select the k main deformation modes obtained in Step 3. By superimposing perturbations of different amplitudes on each deformation mode, a series of deformable shape samples are generated. , can be represented as ,in, Represents the geometric coordinates of the shape before deformation (zero deformation). Let be the perturbation amplitude coefficient of the i-th mode in the m-th deformed shape sample. Let be the geometric coordinates of the generated m-th deformed shape sample. The mode number is the deformation mode number. This refers to the sample number of the deformed shape. The number of deformation modes.

[0029] Computational fluid dynamics (CFD) methods were used to study different Mach numbers ( Ma ), angle of attack ( α ), sideslip angle (β) and different deformable shapes (including zero-deformation shapes) ) Perform computational simulations to obtain the incremental impact of thermal deformation on aerodynamic characteristics under various deformation combinations. ,in For any component of the six-component incremental aerodynamic parameters generated by thermal deformation (axial force coefficient Δaxis) A Normal force coefficient Δ N Lateral force coefficient Δside Z Rolling torque coefficient ΔC mx Yaw moment coefficient ΔC my Pitch moment coefficient ΔC mz Establish a neural network surrogate model for the influence of thermal deformation on incremental aerodynamic parameters. , To calculate the deformation modal coefficients in the simulation, The trained neural network surrogate model function, where Ma is the Mach number. For the angle of attack, Sideslip angle, Thermal deformation affects aerodynamic increment.

[0030] Step Six: Obtain the aerodynamic parameters of the aircraft without considering deformation. High-precision computational fluid dynamics (CFD) methods are used to calculate the aerodynamic parameters at different altitudes (H), Mach numbers (Ma), and angles of attack (A / B). ), sideslip angle ( ), each aerodynamic rudder deflection angle Six-component aerodynamic parameters of the lower aircraft ,in This refers to any one of the six components of the aircraft's aerodynamic parameters (axial force coefficient, normal force coefficient, lateral force coefficient, roll moment coefficient, yaw moment coefficient, and pitch moment coefficient) without considering deformation. For each aerodynamic rudder deflection, This refers to the number of air rudders.

[0031] Step 7: Obtain real-time deformation increment aerodynamic parameters. Based on the temperature at the measurement points during flight, apply the mapping relationship established in Step 4. , of which S T Temperature at measurement points during flight The temperature matrix is ​​constructed, and the coefficient matrix of each deformation mode as a function of time is calculated. The surrogate model established in step five applies the influence of thermal deformation on incremental aerodynamic parameters. The deformation modal coefficients used in the training model for simulation calculations will be used. Replace with temperature at the measuring point The coefficient matrices of each deformation mode as a function of time were obtained. The aerodynamic increment caused by thermal deformation was calculated. .

[0032] Step 8: Thermal Deformation Aerodynamic Parameter Correction and Synthesis. For high-precision aerodynamic characteristic parameters that do not consider deformation, apply... By superimposing the incremental effect of thermal deformation, the corrected aerodynamic parameters considering thermal deformation are obtained. ,in These are the aerodynamic characteristic parameters obtained in step six, without considering deformation. The thermal deformation effect on aerodynamic increment obtained in step seven.

[0033] This embodiment also provides a system for correcting the thermal deformation aerodynamic data of an aircraft based on temperature at finite measurement points. The system includes: The first module is used to calculate the displacement matrix of an aircraft under typical flight conditions by performing thermal deformation calculations. The temperature matrix is ​​obtained based on the temperature at the temperature measuring point. ; The second module is used for the displacement matrix. Performing eigenorthogonal decomposition yields a matrix composed of the first k deformation mode vectors. k is greater than 5 and is an integer, according to the displacement matrix The matrix consisting of the first k deformation mode vectors Obtain the deformation mode coefficient matrix ; The third module is used to establish the temperature matrix. With deformation mode coefficient matrix Mapping relationship between them; The fourth module is used to generate deformable shape samples by superimposing perturbations on each of the first k deformation mode vectors, and then using computational fluid dynamics methods to analyze the deformable shape samples. Simulations were performed to obtain the incremental effect of thermal deformation on aerodynamic characteristics. Based on the incremental effect of thermal deformation on aerodynamic characteristics A neural network surrogate model for the influence of thermal deformation on incremental aerodynamic parameters was obtained; The fifth module is used to obtain the aerodynamic parameters of the aircraft without considering deformation; The sixth module is used to determine the temperature at the temperature measurement points and the temperature matrix during flight. With deformation mode coefficient matrix The mapping relationship between the two is used to obtain the coefficient matrix of the deformation mode as a function of time. Based on the coefficient matrix of the deformation mode as a function of time and the neural network surrogate model of the aerodynamic parameters of the thermal deformation effect, the aerodynamic increment of the thermal deformation effect is obtained. The seventh module is used to obtain the corrected aerodynamic parameters that take into account thermal deformation, based on the aerodynamic parameters of the aircraft without considering deformation and the aerodynamic increment caused by thermal deformation.

[0034] This embodiment also provides an electronic device, including: a memory for storing computer-readable instructions; and a processor for running the computer-readable instructions to perform a method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature.

[0035] This embodiment avoids the computational bottleneck of online fluid-structure-thermal coupling, enabling rapid and detailed aerodynamic correction of the thermal deformation effects on high-speed aircraft, and providing strong support for the rapid assessment and fine design of the thermal deformation effects on aircraft.

[0036] Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make possible changes and modifications to the technical solutions of the present invention by utilizing the methods and techniques disclosed above without departing from the spirit and scope of the present invention. Therefore, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solutions of the present invention shall fall within the protection scope of the technical solutions of the present invention.

Claims

1. A method for correcting the thermal deformation aerodynamic data of an aircraft based on temperature at finite measurement points, characterized in that... include: Temperature measuring points are arranged on the surface of the aircraft; Thermal deformation calculations were performed on the aircraft under typical flight conditions to obtain the displacement matrix and the temperature at the temperature measurement point. The temperature matrix was then obtained based on the temperature at the temperature measurement point. The displacement matrix is ​​decomposed into an eigenorthogonal matrix to obtain the matrix composed of the first k deformation mode vectors. The deformation mode coefficient matrix is ​​obtained from the displacement matrix and the matrix composed of the first k deformation mode vectors, where k is greater than 5 and is an integer. Establish the mapping relationship between the temperature matrix and the deformation modal coefficient matrix; For each of the first k deformation mode vectors, a perturbation is superimposed to generate a deformable shape sample. The deformable shape sample is simulated using computational fluid dynamics to obtain the increment of the influence of thermal deformation on aerodynamic characteristics. Based on the increment of the influence of thermal deformation on aerodynamic characteristics, a neural network surrogate model of the aerodynamic parameters of the thermal deformation influence increment is obtained. Obtain the aerodynamic parameters of the aircraft without considering deformation; Based on the mapping relationship between temperature and temperature matrix at temperature measurement points during flight and deformation mode coefficient matrix, the coefficient matrix of deformation mode changing with time is obtained. Based on the coefficient matrix of deformation mode changing with time and neural network surrogate model of thermal deformation influence increment aerodynamic parameters, the aerodynamic increment of thermal deformation influence is obtained. Based on the aerodynamic parameters of the aircraft without considering deformation and the aerodynamic increment caused by thermal deformation, the corrected aerodynamic parameters considering thermal deformation are obtained.

2. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: Temperature measurement points are arranged at the nose of the aircraft, the bottom frame of the aircraft, the leading edge of the aircraft wing and rudder, the windward surface at the axial position of the aircraft's center of mass, and the leeward surface at the axial position of the aircraft's center of mass.

3. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: The size of the temperature matrix is The size of the displacement matrix is ;in, For flight condition data, Number of temperature measurement points This represents the number of nodes in the finite element mesh.

4. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: Deformation mode coefficient matrix It can be obtained through the following formula: ； in, The deformation modal coefficient matrix, Here is the displacement matrix. It is a matrix composed of the first k deformation mode vectors.

5. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: Temperature matrix With deformation mode coefficient matrix The mapping relationship between them is obtained through the following formula: ； in, The deformation modal coefficient matrix, This is a temperature matrix. The regression coefficient matrix, This is the bias term matrix.

6. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: The deformable shape sample is obtained using the following formula: ； in, For the first Geometric coordinates of a deformable shape sample For zero-deformation shape geometric coordinates, For the first In the first deformable shape sample The perturbation amplitude coefficients of each deformation mode The mode number is the deformation mode number. This refers to the sample number of the deformed shape. For the deformation mode number, For the first One deformation mode.

7. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: The neural network surrogate model for the effect of thermal deformation on incremental aerodynamic parameters is as follows: ; in, Thermal deformation affects aerodynamic increment. For the trained neural network surrogate model function, Mach number, For the angle of attack, Sideslip angle, To calculate the first deformation mode coefficient in the simulation, To calculate the second deformation mode coefficient in the simulation, For the calculation simulation of the first One deformation mode coefficient, The number of deformation modes.

8. The method for correcting aircraft thermal deformation aerodynamic data based on finite measurement point temperature according to claim 1, characterized in that: The aerodynamic parameters, after considering thermal deformation correction, are obtained using the following formula: ； in, To account for the corrected aerodynamic parameters due to thermal deformation, To disregard the aerodynamic parameters of the aircraft during deformation, Thermal deformation affects aerodynamic increment. For height, Mach number, For the angle of attack, Sideslip angle, For the first aerodynamic rudder deflection, For the second aerodynamic rudder deflection, For the first The air rudder deflects. This refers to the number of air rudders.

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