A six-degree-of-freedom aircraft dynamics simulation method incorporating wind farm environment
Patent Information
- Application Number
- CN202611097484.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-07-23
- Publication Date
- 2026-10-13
AI Technical Summary
[0006]为了解决现有飞行性能计算中风场影响简化、空速与地速关系不清、六自由度姿态与控制力矩难以同步获得、推进系统需求与风场能量变化耦合不足等问题，本发明的目的在于提供一种结合风场环境的六自由度飞机动力学模拟方法，将风场速度及其沿飞行轨迹产生的等效风场加速度显式引入机体系六自由度动力学方程，并通过迎角残差闭合方法同步求解空速状态、姿态状态、推力需求和控制力矩需求，为复杂风场条件下的飞行器总体设计、性能评估、任务规划和风场利用分析提供支撑
[0028]第一，本发明将风速矢量和风场加速度显式引入六自由度动力学方程，能够同时描述风场对地速、空速、动压、迎角、气动力、推力需求和姿态运动的影响；
Smart Images
Figure CN122904782A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the fields of aircraft dynamics simulation, flight performance evaluation, wind field environment modeling, and flight control technology, specifically to a six-degree-of-freedom aircraft dynamics simulation method that incorporates wind field environment. Background Technology
[0002] Unmanned aerial vehicles (UAVs) are characterized by their flexibility, low deployment cost, and ability to access areas inaccessible to personnel, and have been widely used in missions such as maritime surveillance, border patrol, communication relay, meteorological detection, disaster monitoring, environmental inspection, and continuous reconnaissance. These missions typically cover a large area, have long execution cycles, and operate in complex environments, placing high demands on the flight platform's endurance, environmental adaptability, and autonomous flight capabilities.
[0003] Existing small and medium-sized long-endurance unmanned aerial vehicles (UAVs) primarily rely on onboard batteries, fuel, or other energy storage devices to power their propulsion systems and payloads. Their endurance is limited by the specific energy of the energy storage system, takeoff mass, and payload capacity. Current technologies typically improve endurance by enhancing aerodynamic efficiency, optimizing the propulsion system, increasing energy carrying capacity, or utilizing solar energy, but these methods remain constrained by factors such as increased weight, environmental conditions, and system complexity. Therefore, utilizing available energy in the flight environment to reduce propulsion energy consumption is a crucial approach to improving the long-endurance performance of UAVs.
[0004] The atmosphere contains wind energy that can be utilized by aircraft. Large birds such as albatrosses and vultures can utilize atmospheric motion to achieve long-duration, low-energy flight, providing biomimetic inspiration for UAVs to utilize environmental wind energy. Updrafts, horizontal wind shear, and altitude gradients in the atmospheric wind field can alter an aircraft's airspeed, ground speed, dynamic pressure, and energy state, providing usable environmental conditions for reducing propulsion energy consumption for long-endurance UAVs. However, existing wind field utilization methods mostly focus on trajectory optimization or energy harvesting analysis under ideal wind fields, and typically employ point mass models, three-degree-of-freedom models, or simplified gliding models, making it difficult to simultaneously reflect the impact of wind field gradients on aircraft attitude motion, thrust requirements, and control torque requirements.
[0005] Therefore, it is necessary to establish a six-degree-of-freedom aircraft dynamics simulation method that incorporates wind field environment. Under given mission trajectory constraints, the wind field velocity and its equivalent wind field acceleration generated along the flight trajectory are explicitly introduced into the six-degree-of-freedom dynamic equations of the aircraft system. The airspeed state, attitude state, thrust requirement and control torque requirement are solved simultaneously through the angle-of-attack residual closure method, providing support for the overall design, performance evaluation, mission planning and wind field utilization analysis of aircraft under complex wind field conditions. Summary of the Invention
[0006] To address the problems in existing flight performance calculations, such as simplification of wind field influence, unclear relationship between airspeed and ground speed, difficulty in simultaneously obtaining six-degree-of-freedom attitude and control torque, and insufficient coupling between propulsion system requirements and wind field energy changes, this invention aims to provide a six-degree-of-freedom aircraft dynamics simulation method that incorporates wind field environment. This method explicitly introduces wind field velocity and its equivalent wind field acceleration generated along the flight trajectory into the aircraft's six-degree-of-freedom dynamics equations, and simultaneously solves for airspeed, attitude, thrust requirements, and control torque requirements using the angle-of-attack residual closure method. This provides support for overall aircraft design, performance evaluation, mission planning, and wind field utilization analysis under complex wind field conditions.
[0007] This invention is achieved through the following technical solution:
[0008] A six-degree-of-freedom aircraft dynamics simulation method incorporating wind field environment includes the following steps:
[0009] S1. Establish the aircraft and mission input model. Obtain the aircraft mass, aerodynamic reference area, geometric dimensions, aerodynamic coefficient matrix, propulsion system thrust / power / fuel consumption rate model, moment of inertia, and product of inertia; the mission constraint parameters include at least the initial altitude, initial velocity, target altitude, target velocity, track inclination angle, track deflection angle, time step, and simulation termination condition.
[0010] S2. Establish a wind field environment model. Construct a wind speed vector field W(x,y,h,t) based on the wind field information of the mission area, and calculate the equivalent wind field acceleration caused by the change of the wind field with the aircraft position. The wind field environment model includes at least one of the following: linear altitude gradient wind field, piecewise interpolated wind profile, measured wind field, numerical weather prediction wind field, or computational fluid dynamics wind field.
[0011] S3 performs conversions between airspeed, ground speed, and wind speed. It defines the inertial coordinate system, track coordinate system, airflow system, and aircraft system, and determines the aircraft's ground speed vector Vg, wind speed vector W, airspeed vector Va, and body velocity components. , , Attitude angle and body angular velocity , , The simulation saves the previous state at each time step to calculate the rate of change of velocity and the rate of change of angular velocity. In a mission segment with a given ground velocity, the airspeed vector is obtained by subtracting the wind speed vector from the ground velocity vector; in a mission segment with a given airspeed or axial airspeed, the ground velocity is solved based on the flight path direction and the wind speed vector, so that the simulation simultaneously satisfies the mission flight path constraints and the airspeed state required for aerodynamic calculations.
[0012] S4 calculates atmospheric parameters and aerodynamic states. Based on altitude, it calls a standard atmosphere or other atmospheric model to obtain air density ρ and sound speed a; it calculates Mach number M and dynamic pressure qbar from airspeed, and obtains lift coefficient CL, drag coefficient CD, and pitching moment coefficient CM at different Mach numbers and angles of attack from an aerodynamic database.
[0013] S5, calculate the attitude angles and airframe angular velocity. Calculate the pitch and yaw angles based on the track inclination, track deflection, and angle of attack; calculate the roll angle based on the required normal acceleration for turning or the rate of change of track deflection; then convert these values from the rates of change of attitude angles, track inclination, and track deflection to obtain... , , .
[0014] S6, solve the angle of attack closure residual based on track constraints to determine the angle of attack magnitude. As a one-dimensional unknown, construct the residual function R( ) between the aerodynamic lift coefficient and the lift coefficient required to balance the normal force. The normal force balance term includes at least the gravity component, drag component, airframe angular velocity coupling term, wind field acceleration term, and vertical airspeed variation term; the residual zero point is searched within the angle of attack range allowed by the aerodynamic database; if there is an interval with opposite signs, the bisection method is used to solve it; if there is no interval with opposite signs, the angle of attack with the smallest absolute value of the residual is selected, and the angle of attack residual and aerodynamic feasibility flag are output.
[0015] S7 calculates aerodynamic forces, required thrust, and propulsion matching results. Using the aerodynamic components of the computer system (lift, drag, angle of attack, and sideslip angle), it calculates the required thrust for the current time step based on the axial dynamics equations; it then calls upon the propulsion system model to match the required thrust according to throttle, power, or thrust commands, obtaining the actual thrust, thrust margin, fuel consumption rate, power, and fuel consumption.
[0016] S8 calculates the total external torque required to satisfy the current attitude motion based on the rotational dynamics equations. After deducting the aerodynamic torque and the additional torque from the propulsion system, the roll, pitch, and yaw control torques required by the control system are obtained. The roll, pitch, and yaw torques required to satisfy the current attitude motion are calculated from the moments of inertia Ix, Iy, Iz, the product of inertia Ixz, angular velocities p, q, r, and their rates of change. These torques are used for control capability assessment, control surface allocation, or trajectory feasibility determination.
[0017] S9 updates the flight status and outputs simulation results. Based on the time step, it updates mass, speed, altitude, distance, energy altitude, cumulative time, and fuel consumption, iteratively executing S2 through S9 until the target altitude, target time, insufficient thrust margin, or other termination conditions are reached. The output includes simulation data such as wind speed, airspeed, ground speed, Mach number, dynamic pressure, angle of attack, attitude angle, angular velocity, thrust requirement, fuel consumption, power, control torque, and energy altitude.
[0018] The six-degree-of-freedom translational dynamic equations are preferably established under a machine system. This is achieved through the wind-body transfer transformation matrix. (Equation 1) and NED-volume transfer transformation matrix (Equation 2) Establish the kinematic equations (Equation 3) by transmitting different forces to the machine system, where , , Airspeed in the machine system , , Components on the axis, , , Its rate of change over time; , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft; , These are the angle of attack and the sideslip angle, respectively. , , These are roll angle, pitch angle, and yaw angle, respectively. , , In the machine system , , The force on the shaft includes at least the propulsive force; , , In the airflow system , , Force on the axis; , , In the NED coordinate system , , Forces on the axis include at least gravity; , , In the NED coordinate system , , Wind speed components on the axis , , Its rate of change over time and wind speed acceleration.
[0019]
[0020]
[0021]
[0022] The equation for the rotational torque in the coupled six-degree-of-freedom simulation of the wind field is as follows:
[0023]
[0024]
[0025]
[0026] In the formula, , , These are respectively aircraft orbital systems , , Moment of inertia of the axis, For machine system shaft and Product of inertia between axes; , , These are the total rolling moment, total pitching moment, and total yaw moment acting on the aircraft, respectively. , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft. , , These represent roll, pitch, and yaw accelerations, respectively; the dots above the variables indicate the derivative with respect to time.
[0027] Compared with the prior art, the present invention has at least the following beneficial effects:
[0028] First, this invention explicitly introduces wind speed vector and wind field acceleration into the six-degree-of-freedom dynamic equation, which can simultaneously describe the influence of the wind field on ground speed, air speed, dynamic pressure, angle of attack, aerodynamic force, thrust demand and attitude motion.
[0029] Second, the present invention uses the angle of attack residual closure method to simultaneously obtain the aerodynamic state and rigid body motion state under given trajectory constraints, avoiding the problem that three-degree-of-freedom or particle models are difficult to describe attitude response.
[0030] Third, this invention extends the utilization of wind field energy from trajectory feasibility to the feasibility assessment of propulsion and control systems by calculating and outputting thrust margin, fuel consumption, and torque requirements through propulsion matching and control torque calculation. Fourth, this invention is compatible with multiple mission segments such as climb, descent, and dynamic gliding, facilitating the evaluation of aircraft performance and mission planning under complex wind field conditions within the same simulation framework. Attached Figure Description
[0031] Figure 1 This is a flowchart of a six-degree-of-freedom aircraft dynamics simulation method that incorporates wind field environment according to the present invention.
[0032] Figure 2 This is a schematic diagram illustrating the vector relationship between ground speed, air speed, and wind speed in this invention.
[0033] Figure 3 This is a schematic diagram illustrating the closed-loop solution between the wind field environment, aerodynamic module, propulsion matching, six-degree-of-freedom dynamics, and state integral in this invention. Detailed Implementation
[0034] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. The following embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention; equivalent substitutions or modifications made by those skilled in the art without departing from the concept of the present invention should all fall within the scope of protection of the present invention.
[0035] like Figures 1 to 3 As shown, this example provides a method for simulating six-degree-of-freedom aircraft dynamics under gradient wind fields. This method unifies and couples wind field velocity, wind field acceleration, airspeed and ground speed conversion, aerodynamic state solution, propulsion matching, rigid body six-degree-of-freedom dynamic equations, control torque demand calculation, and flight state integration to obtain the aircraft's flight trajectory, attitude response, aerodynamic loads, thrust demand, fuel consumption, and control torque changes under complex wind field conditions.
[0036] This example uses a ground inertial coordinate system N, a machine coordinate system B, and an airflow coordinate system W. The ground navigation coordinate system uses the NED North-East-Ground coordinate system, i.e. The shaft is set along the horizontal forward direction or northward. The shaft is set horizontally to the right or east. The shaft is set vertically downwards; system B The shaft is positioned along the forward direction of the aircraft fuselage. The shaft is set along the right wing direction. The axis is set along the downward direction of the fuselage; the airflow coordinate system W The axis is along the direction of the aircraft's velocity. The axis is perpendicular to the velocity direction and points to the right within the plane of symmetry. Axis perpendicular to The plane is facing downwards.
[0037] The following describes this embodiment in detail with reference to steps S1 to S9. In the following formulas, superscripts and subscripts... , , These represent the corresponding vector or coordinate transformation relationships in the machine system, NED coordinate system, and airflow system, respectively; the dot above the variable indicates the derivative with respect to time.
[0038] S1. Establish the aircraft and mission input model. Simulation input parameters must include at least the aircraft mass. Aerodynamic reference area ,span Mean aerodynamic chord length fuselage length Propulsion system thrust / power / fuel consumption rate model, initial altitude Initial ground speed or initial airspeed, target altitude, target speed, and track inclination. Track deflection Time step Moment of inertia , , and inertial product .
[0039] S2, Establish the wind field environment model. This embodiment uses a ground-based inertial coordinate system. The linear altitude gradient wind field along the axial direction is taken as the wind field environment, and the aircraft altitude is assumed to be... The wind speed gradient is Then the wind field velocity vector and wind field acceleration can be expressed as:
[0040]
[0041]
[0042] In the formula, , , Wind speed in NED coordinate system , , Components on the three axes, , , Its rate of change over time is the wind speed acceleration. Ground velocity is positive downwards. Components on the axis; due to height Upward is positive, therefore .
[0043] Substituting the propulsion, gravity, aerodynamic force, airframe angular velocity coupling term, and wind field acceleration term into equation (3), we obtain the translational dynamics equation of the airframe in this embodiment:
[0044]
[0045] In the formula, For the system along the machine axial thrust, As resistance, Lateral force, For lift, It is the acceleration due to gravity; , , Airspeed in the machine system , , Components on the axis; , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft; Wind speed in NED coordinate system Wind acceleration on the axis; lift is achieved by This is indicated to distinguish it from the rolling torque in equation (4). .
[0046] S3 performs airspeed, ground speed, and wind speed conversion. Within each time step, based on the given track inclination angle... and track deflection Construct the ground velocity direction vector and define the track inclination angle. Upward is positive, track deviation Depend on Axial Measured along the axis. If the task segment specifies the ground velocity... Then the ground velocity vector for:
[0047]
[0048] Airspeed vector From ground velocity vector With wind speed vector Subtraction yields:
[0049]
[0050] If the mission segment provides the target airspeed Va or axial airspeed Then the unit vector is the direction of the flight path. This indicates the direction of the ground velocity, and the magnitude of the ground velocity can be obtained by the following formula:
[0051]
[0052] By using equations (10) to (12), the airspeed state required for aerodynamic calculation and the ground speed state required for mission trajectory calculation can be obtained simultaneously in a wind field environment.
[0053] S4 calculates atmospheric parameters and aerodynamic states. Based on altitude... Use a standard atmospheric model to obtain air density. and speed of sound And calculate the Mach number. and dynamic pressure :
[0054]
[0055] In the formula, air density, For the local speed of sound, Mach number, For dynamic pressure. Using... This indicates dynamic pressure, to distinguish it from the pitch rate of the aircraft. .
[0056] Aerodynamic characteristic calculation tools such as DATCOM provide a complete aerodynamic database of the aircraft based on the aircraft data, and the lift coefficient is obtained from the aerodynamic database. drag coefficient Pitch moment coefficient And obtain the lateral force coefficient when needed. Rolling torque coefficient and yaw moment coefficient .
[0057] S5, calculate the attitude angle and body angular velocity. This example is under conditions of no sideslip or small sideslip, with an angle of attack... For unknown quantities, take the sideslip angle. lateral velocity First according to and the given track inclination angle and track deflection Calculate axial airspeed Vertical airspeed Pitch angle and yaw angle :
[0058]
[0059] When using the coordinated turning approximation, the roll angle can be determined by the required normal acceleration. calculate:
[0060]
[0061] In the formula, For roll angle, For horizontal normal acceleration, This represents the rate of change of the flight path angle. The airframe angular velocity is obtained from the Euler angle rate of change.
[0062]
[0063] In the formula, , , These are roll rate, pitch rate, and yaw rate, respectively. , , These are the time rates of change for the three Euler angles; each rate of change can be obtained from the state difference between the current time step and the previous time step.
[0064] S6 establishes angle-of-attack closure residuals based on trajectory constraints. Drag D, side force C, and lift are calculated from the aerodynamic database. Size:
[0065]
[0066] In the formula, For drag coefficient, For lateral force coefficient, The lift coefficient; Where is dynamic pressure, and S is the aerodynamic reference area of the wing.
[0067] With angle of attack As a one-dimensional unknown, construct the lift coefficient residual R( This ensures that the lift coefficient given by the aerodynamic database matches the lift coefficient required to balance the normal force.
[0068]
[0069] in To meet the lift coefficient required for the current trajectory and attitude, including gravity, drag, airframe angular velocity coupling, wind field acceleration, and vertical airspeed variation terms, the airframe system in equation (9) is used. The axial normal force equilibrium equation (Equation 19) combined with the lift force in Equation (17) The calculation formula yields:
[0070]
[0071] In the formula, , , Airspeed in the machine system , , Components on the axis; , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft; , These are the angle of attack and the sideslip angle, respectively. , , These are roll angle, pitch angle, and yaw angle, respectively. Wind speed in NED coordinate system Wind acceleration on the axis; hour , Equation (19) is simplified accordingly.
[0072] When solving for the angle of attack, firstly, discrete sampling of equation (19) is performed within the angle of attack range of the aerodynamic database. If the residuals of adjacent sampling points have different signs, the bisection method is used to find the root; if there is no interval with different signs, then the selection method is used. The smallest sampling point is taken as the current angle of attack.
[0073] S7 calculates aerodynamic forces, required thrust, and propulsion matching results. Based on the current angle of attack obtained in S6... Size, retrieve lift coefficient from aerodynamic database. drag coefficient Lateral force coefficient The magnitude of the aerodynamic force is calculated according to equation (17). The mechanical system derived from equation (9) The required thrust is obtained by combining the shaft dynamic equilibrium equation (Equation 20) with Equation (17). :
[0074]
[0075] In the formula, Demand-driven; , , Airspeed in the machine system , , Components on the axis; , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft; , These are the angle of attack and the sideslip angle, respectively. , , These are roll angle, pitch angle, and yaw angle, respectively. Wind speed in NED coordinate system Wind acceleration on the axis; hour , Equation (20) is simplified accordingly.
[0076] Next, the propulsion system model matching is invoked to search for thrust that meets the requirements at the current Mach number and altitude. The throttle command outputs the actual thrust, fuel flow, specific fuel consumption, power, and fuel consumption at the current time step.
[0077] S8, calculate the control torque requirement. Based on equations (4) to (6)... , , , , , , Calculate the total rolling torque based on its angular acceleration. Total pitching moment Total yaw moment Aerodynamic torque can be generated by... , and Calculation, where Where S is the dynamic pressure, S is the aerodynamic area, and b is the wingspan. For the average aerodynamic chord length, This is the rolling moment coefficient. This is the pitch moment coefficient. This is the yaw moment coefficient; after deducting the aerodynamic moment and the propulsion system's additional moment from the total external moment, the roll, pitch, and yaw control moments required by the control system are obtained, used for control surface allocation, control capability assessment, and trajectory feasibility judgment. When the inertial parameters are unknown, they can be determined based on the mass m, wingspan b, and mean aerodynamic chord. fuselage length Establish rules for estimating inertial parameters.
[0078] S9 updates the flight status and outputs the simulation results. A time step is used. Update position, ground speed, airspeed, attitude, mass, cumulative time, and fuel consumption, with the mass update satisfying the following conditions: High energy efficiency ; For fuel mass flow rate, This represents the energy altitude corresponding to the mechanical energy per unit weight. Steps S2 to S9 are executed iteratively until the preset task completion conditions such as target altitude, target time, and target distance are met, or any abnormal termination condition occurs, such as insufficient thrust margin, excessive angle of attack residual, aerodynamic infeasibility, or speed or altitude exceeding limits. The output includes simulation data including wind speed, airspeed, ground speed, Mach number, dynamic pressure, angle of attack, attitude angle, angular velocity, thrust requirement, fuel consumption, power, control torque, and energy altitude.
[0079] like Figure 3 As shown, the solution loop of this invention includes a mission / flight status module, a wind field and atmospheric environment module, a relative airflow calculation module, an aerodynamic calculation module, a six-degree-of-freedom dynamics module, a propulsion and energy matching module, a state integral update module, and an output module. Within each time step, the following are sequentially performed: mission status reading, wind field and atmospheric calculation, relative airflow calculation, aerodynamic and angle-of-attack closure, six-degree-of-freedom dynamics calculation, propulsion and energy matching, control torque calculation, and state integral update. The updated state is then fed back to the next time step.
[0080] In other embodiments, the angle of attack and sideslip angle can be treated as joint unknowns, and a two-dimensional or multi-dimensional aerodynamic state residual function can be constructed based on the balance of longitudinal force, normal force, and lateral force. Alternatively, the wind field model can be replaced with a composite wind field model that includes vertical wind, gusts, turbulence, local updrafts, spatially segmented wind fields, or time-varying wind fields. All of the above extensions do not change the fundamental idea of this invention to uniformly couple and solve wind field velocity, wind field acceleration, airspeed-to-ground speed conversion, aerodynamic state, propulsion matching, and six-degree-of-freedom rigid body dynamics.
[0081] In summary, this invention can obtain the motion state, attitude response, aerodynamic load, thrust demand, fuel consumption, control torque and energy change process of an aircraft under complex wind field conditions within the same simulation framework. It is applicable to overall aircraft scheme evaluation, long-endurance mission profile design, wind field energy utilization analysis, dynamic gliding strategy verification, propulsion system matching analysis and control system feasibility evaluation.
Claims
1. A six-degree-of-freedom aircraft dynamics simulation method incorporating wind field environment, characterized in that, Includes the following steps: S1. Establish the aircraft and mission input model; obtain the aircraft mass, aerodynamic reference area, geometric dimensions, aerodynamic coefficient matrix, propulsion system thrust / power / fuel consumption rate model, moment of inertia and product of inertia; mission constraint parameters include at least the initial altitude, initial velocity, target altitude, target velocity, track inclination angle, track deflection angle, time step, and simulation termination condition. S2, Establish a wind field environment model; Construct a wind speed vector field W(x,y,h,t) based on the wind field information of the mission area, and calculate the equivalent wind field acceleration formed by the change of the wind field with the position of the aircraft; S3, perform airspeed, ground speed, and wind speed conversion; define the inertial coordinate system, track coordinate system, airflow system, and aircraft system; determine the aircraft's ground speed vector Vg, wind speed vector W, airspeed vector Va, and body velocity components. , , Attitude angle and body angular velocity , , ,in , , Airspeed in-flight system , , The components on the axis, p, q, and r, represent the aircraft orbital system. , , The simulation calculates the roll rate, pitch rate, and yaw rate of the axis, and saves the previous state at each time step to calculate the rate of change of velocity and the rate of change of angular velocity. In a mission segment with a given ground speed, the airspeed vector is obtained by subtracting the wind speed vector from the ground speed vector. In a mission segment with a given airspeed or axial airspeed, the ground speed is solved based on the trajectory direction and the wind speed vector, so that the simulation simultaneously satisfies the mission trajectory constraints and the airspeed state required for aerodynamic calculations. S4 calculates atmospheric parameters and aerodynamic state; calls up the standard atmospheric model based on altitude to obtain air density ρ and sound speed a; calculates Mach number M and dynamic pressure qbar from airspeed, and obtains lift coefficient CL, drag coefficient CD and pitching moment coefficient CM at different Mach numbers and angles of attack from the aerodynamic database; S5, calculate the attitude angle and body angular velocity; based on the track inclination angle γ, track deviation angle χ, and angle of attack... Calculate pitch angle and yaw angle Calculate the roll angle based on the normal acceleration required for turning or the rate of change of track deflection; then convert it from the rate of change of attitude angle, the rate of change of track inclination angle, and the rate of change of track deflection angle to obtain the roll angle. , , ; S6, solve the angle of attack closure residual based on the track constraint to determine the angle of attack magnitude; using the angle of attack... As a one-dimensional unknown, construct the residual function R( ) between the aerodynamic lift coefficient and the lift coefficient required by the normal equation in the translational dynamics equation. Search for the zero point of the residual within the angle of attack allowed by the aerodynamic database; if there is an interval with opposite signs, use the bisection method to solve it; if there is no interval with opposite signs, select the angle of attack with the smallest absolute value of the residual, and output the angle of attack residual and the aerodynamic state feasibility flag. S7 calculates aerodynamic forces, required thrust, and propulsion matching results; it calculates the required thrust for the current time step based on the axial equation in the translational dynamics equation using the aerodynamic components of the computer system, including lift, drag, angle of attack, and sideslip angle; it calls the propulsion system model to match the required thrust according to throttle, power, or thrust commands, and obtains the actual thrust, thrust margin, fuel consumption rate, power, and fuel consumption. S8 calculates the total external torque required to satisfy the current attitude motion based on the rotational dynamics equation, subtracts the aerodynamic torque and the additional torque of the propulsion system, and obtains the roll, pitch and yaw control torques required by the control system; calculates the roll torque, pitch torque and yaw torque required to satisfy the current attitude motion from the moments of inertia Ix, Iy and Iz, the product of inertia Ixz, angular velocities p, q and r and their rates of change, and uses them for control capability assessment, control surface allocation or trajectory feasibility judgment; S9 updates the flight status and outputs simulation results; updates mass, speed, altitude, distance, energy altitude, cumulative time, and fuel consumption according to the time step, and repeats S2 to S9 until the preset mission completion conditions are met; outputs simulation data including wind speed, airspeed, ground speed, Mach number, dynamic pressure, angle of attack, attitude angle, angular velocity, thrust requirement, fuel consumption, power, control torque, and energy altitude.
2. The six-degree-of-freedom aircraft dynamics simulation method combined with wind field environment according to claim 1, characterized in that, In step S2, the wind field environment model includes at least one of the following: linear height gradient wind field, piecewise interpolated wind profile, measured wind field, numerical weather prediction wind field, or computational fluid dynamics wind field.
3. The six-degree-of-freedom aircraft dynamics simulation method combined with wind field environment according to claim 1, characterized in that, In step S5, the normal force balance term includes at least the gravity component, drag component, body angular velocity coupling term, wind field acceleration term, and vertical airspeed variation term.
4. The six-degree-of-freedom aircraft dynamics simulation method combined with wind field environment according to claim 1, characterized in that, The six-degree-of-freedom translational dynamic equations described in S6 and S7 are established under the machine system, through the wind-body transfer transformation matrix. and NED-volume transfer transformation matrix The kinematic equations are established by transmitting different forces to the system, as follows: ； ； ； In the formula, , , Airspeed in the machine system , , Components on the axis, , , Its rate of change over time; , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft; , These are the angle of attack and the sideslip angle, respectively. , , These are roll angle, pitch angle, and yaw angle, respectively. , , In the machine system , , The force on the shaft includes at least the propulsive force; , , In the airflow system , , Force on the axis; , , In the NED coordinate system , , Forces on the axis include at least gravity; , , In the NED coordinate system , , Wind speed components on the axis , , Its rate of change over time The rotational dynamics equation in S8 is: ； ； ； In the formula, , , These are respectively aircraft orbital systems , , Moment of inertia of the axis, For machine system shaft and Product of inertia between axes; , , These are the total rolling moment, total pitching moment, and total yaw moment acting on the aircraft, respectively. , , respectively winding system , , The roll rate, pitch rate, and yaw rate of the shaft. , , These represent roll, pitch, and yaw accelerations, respectively; the dots above the variables indicate the derivative with respect to time.
5. The six-degree-of-freedom aircraft dynamics simulation method combined with wind field environment according to claim 1, characterized in that, In step S9, a time step is adopted. Update position, ground speed, airspeed, attitude, mass, cumulative time, and fuel consumption, with the mass update satisfying the following conditions: Energy height ; For fuel mass flow rate, The energy level corresponding to mechanical energy per unit weight. This refers to the aircraft's altitude.