CN111268165A - Method for correcting height error of static pressure source of medium aircraft - Google Patents
Method for correcting height error of static pressure source of medium aircraft Download PDFInfo
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- CN111268165A CN111268165A CN201911125223.XA CN201911125223A CN111268165A CN 111268165 A CN111268165 A CN 111268165A CN 201911125223 A CN201911125223 A CN 201911125223A CN 111268165 A CN111268165 A CN 111268165A
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Abstract
The invention belongs to the field of aviation airplane design, and relates to a method for correcting a static pressure source altitude error of a medium-sized airplane, in particular to a method for correcting a static pressure source altitude error by adopting a test flight speed and an optimized atmospheric machine calculation method, so that the precision of the indicating speed and altitude of an airplane atmospheric data system is improved. The method is simple and quick, saves the cost of the traditional test, and is suitable for four-engine propeller type and large passenger planes, transport planes and related platform airplanes.
Description
Technical Field
The invention belongs to the field of aviation aircraft design, and relates to a method for determining a static pressure source altitude error of a medium aircraft based on airspeed calibration, in particular to a method for correcting a static pressure source position error by using a test flight speed and an optimized atmosphere machine calculation method, and improving the indication speed and altitude accuracy of an aircraft atmosphere data system.
Background
Because the altitude and the speed of the airplane are converted from static pressure and other information, the errors of the altitude and the speed affect the measurement accuracy of flight parameters of the airplane, wherein the position error of the static pressure source is a main factor affecting the static pressure error, the size of the position error is mainly affected by the variation factors of the sensor on the installation position and the installation angle of the airplane and the airplane configuration, including Mach number, airflow direction, flight attitude (such as slat angle, landing gear state, spoiler state, fuselage attack angle and the like), and the errors are unavoidable from the mechanism of formation.
The invention provides a method for determining the altitude error of a static pressure source of a medium aircraft based on airspeed calibration, which is used for correcting the static pressure source error of an atmospheric data system, is simple and quick, and saves the cost of the traditional test. The calculation method proposed by the invention has been verified and applied on specific airplanes. Through patent website inquiry, the current domestic proposed patent corrects the static pressure source error through the selection and positioning of the pressure source, and is greatly different from the invention.
Disclosure of Invention
Solves the technical problem
The invention overcomes the defect of larger error of the static pressure source, and provides the method which has higher correction precision, is simple and has low use cost.
Technical scheme
The method is a method for correcting the altitude error of the static pressure source of the medium aircraft, considers the flight quality under the landing configuration, the landing performance, the stall warning under the landing configuration and other contents, corrects the position error of the static pressure source by the trial flight speed and the optimized atmosphere machine calculation method, and improves the precision of the indication speed and the height, and the method is realized by the following steps:
1. obtaining a speed calibration curve according to the test flight result, wherein delta V is f (V)c)。
2. Determining a static pressure source error correction curve C according to the speed calibration curve obtained in the step 1* P。
The error coefficient of the static pressure source is CP＝(PSi-PS)/qCi＝(qC-qCi)/qCiSince the trial flight results in a corrected airspeed, C is calculated* P＝f(Vi/a0) The relationship (2) can cover and equivalently test the actual conditions and the actual use conditions. Therefore, when processing the data in the airspeed calibration curve obtained in step 1, the original Cp＝f(Mi) Optimization of the solution to C* P＝f(Vi/a0) Calculating the correction coefficient of the static pressure source to obtain a static pressure source error correction curve C* P＝f(Vi/a0)。
3. Synthesizing the space velocity calibration curve DeltaV ═ f (V)c) And static pressure source error correction curve C* P＝f(Vi/a0) According to formula VC＝f(qC)、ΔV＝f(VC) And Δ H ═ f (V)Cρ, △ V) to calculate speed and altitude correction amounts Δ V, Δ H.
4. Obtaining corrected speed, height, V from the speed and height correction amountC＝f(ΔV)，H＝f(ΔH)。
5. Using formula formulas
The field height is further modified according to the temperature.
After the steps are completed, further influence analysis can be carried out.
The static pressure source error correction problem under the landing configuration relates to speed indication and height indication under the landing configuration, and related test flight results mainly comprise: flight quality under the landing configuration, landing performance, stall warning under the landing configuration and the like. The flight quality, the grounding speed and the landing performance under the landing configuration are evaluated by taking the test system as a reference, the speeds of the test system and the grounding system are examined according to the correction speed of the test system, and the static pressure source error correction does not influence the validity of the test flight result. Through test flight verification and theoretical analysis, the warning function is irrelevant to static pressure source error correction; the alarm allowance is embodied on the attack angle, the attack angle sensor and the attack angle calibration curve are not changed, the bound stall alarm threshold is a change curve of the aircraft attack angle along with M and has no direct relation with the aircraft speed, the real M of the aircraft is slightly influenced after the adjustment, and the error control accuracy is far smaller than that of an atmospheric data system and can be ignored.
In the above formula:
VC-correcting airspeed
Vi-indicating the speed
Rho-density
a0Velocity of sound at sea level
CP-static pressure source correction factor
Delta V-speed correction
Δ H-height correction
H-height corrected value
VW-wind speed
Mi-Mach number indicator
qCCalibration of the dynamic pressure
qCiDynamic pressure before calibration
PSiStatic pressure before calibration
PS-calibrating the static pressure.
Advantageous technical effects
The position error of the static pressure source is corrected by the trial flight speed and the optimized atmosphere machine calculation method. Through theoretical analysis and test flight verification, static pressure source error correction does not affect the warning function and the validity of a test flight result, the method is safe and feasible, can effectively correct the static pressure source error, improves the precision of the indication height and speed, has wide application value, and is suitable for four-engine propellers, middle and large passenger planes, transport planes and related platform planes.
Drawings
FIG. 1 is a basic flow of altitude speed and velocity measurement of an atmospheric data system;
FIG. 2 is a velocity aerodynamic modifier curve for different flap configurations;
FIG. 3 is C recalculated after correction of airspeed calibration curve* P～Vi/a0A curve;
FIG. 4 is a temperature correction curve for barometric altitude during high altitude flight;
FIG. 5 is a temperature correction curve for the pressure altitude near the landing phase.
Detailed Description
The calculation method is further described in detail below with reference to the accompanying drawings and specific examples:
the method is a method for determining the altitude error of a static pressure source based on airspeed calibration, considers the flight quality under a landing configuration, the landing performance, the stall warning under the landing configuration and other contents, corrects the position error of the static pressure source by adopting the trial flight speed and the optimized atmospheric machine calculation method, improves the precision of the indication speed and the altitude, and the basic flow of the altitude and speed measurement of an atmospheric data system is shown in figure 1.
1. Obtaining an airspeed calibration curve delta V (V) according to the test flight resultc) As shown in fig. 2.
2. Determining a static pressure source error correction curve C according to the speed calibration curve obtained in the step 1* P。
The error coefficient of the static pressure source is CP＝(PSi-PS)/qCi＝(qC-qCi)/qCiSince the trial flight results in a corrected airspeed, C is calculated* PThe relationship of f (Vi/a0) can cover and be equivalent to the test flight actual conditions and the actual usage conditions. Therefore, when the data in the airspeed calibration curve obtained in the step 1 is processed, the original C is addedp＝f(Mi) Optimization of the solution to C* P＝f(Vi/a0) Calculating to obtain static pressure source correction coefficient and static pressure source error correction curve C* P＝f(Vi/a0) As shown in fig. 3.
3. Synthesizing the space velocity calibration curve DeltaV ═ f (V)c) And static pressure source error correction curve C* P＝f(Vi/a0) Adjusting the revision according to the formula Δ V ═ f (V)C) And △ H ═ f (V)Cρ, △ V) and compared to the values before adjustment, see table 1 below.
In the above formula, Δ V is a velocity correction amount, VC is a corrected airspeed, Δ H is a altitude correction amount, H is a value after altitude correction, ρ is a density, qC is a calibration dynamic pressure, a0 is a sound velocity of sea level, Vi is an indication velocity, qC is a calibration dynamic pressure, qCi is a dynamic pressure before calibration, PSi is a static pressure before calibration, and PS is a calibration static pressure.
TABLE 1 correction of speed and height after static pressure source error calibration curve binding value adjustment
4. According to correction value or VC＝f(qC)、H＝f(PS) And obtaining the corrected speed and height.
5. Using formulas
The field height is further corrected according to the temperature, and the correction relationship between the pressure height and the geometric height under different temperature conditions is shown in the following figures 4 and 5.
After the steps are completed, the influence analysis is carried out on the result; the specific analysis process is as follows:
the static pressure source error correction problem under the landing configuration relates to speed indication and height indication under the landing configuration, and related test flight results mainly comprise: flight quality under the landing configuration, landing performance, stall warning under the landing configuration and the like. The flight quality, the grounding speed and the landing performance under the landing configuration are evaluated by taking the test system as a reference, the speeds of the test system and the grounding system are examined according to the correction speed of the test system, and the static pressure source error correction does not influence the validity of the test flight result. Through test flight verification and theoretical analysis, the warning function is irrelevant to static pressure source error correction; the alarm allowance is embodied on the attack angle, the attack angle sensor and the attack angle calibration curve are not changed, the bound stall alarm threshold is a change curve of the aircraft attack angle along with M and has no direct relation with the aircraft speed, the real M of the aircraft is slightly influenced after the adjustment, and the error control accuracy is far smaller than that of an atmospheric data system and can be ignored.
Claims (8)
1. A method for correcting the altitude error of a static pressure source of a medium aircraft is characterized by comprising the following steps: the method comprises the following steps:
1) and obtaining a speed calibration curve according to the test flight result, wherein delta V is f (V)c)；
2) Determining and obtaining a static pressure source error correction curve C according to the speed calibration curve obtained in the step 1)* P；
3) And synthesizing the airspeed calibration curve delta V ═ f (V)C) And static pressure source error correction curve C* PAccording to formula VC＝f(qC)、ΔV＝f(VC) And Δ H ═ f (V)CRho, Δ V) calculating speed and height correction amounts Δ V, Δ H;
4) obtaining corrected speed, height, V from the speed and height correction amountC＝f(ΔV)，H＝f(ΔH)；
5) Further correcting the field height according to the temperature;
wherein Δ V is a speed correction amount, VCTo correct for airspeed, Δ H is the altitude correction, H is the altitude corrected value, ρ is the density, qCTo calibrate the dynamic pressure.
2. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 1, wherein: optimizing the error coefficient of the original static pressure source into C when processing the data in the airspeed calibration curve obtained in the step 1)* P＝f(Vi/a0) Calculating the correction coefficient of the static pressure source to obtain a static pressure source error correction curve C* P＝f(Vi/a0) Wherein a is0Is the speed of sound, V, at sea leveliTo indicate speed.
3. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 2, wherein: the static pressure source error coefficient is CP＝(PSi-PS)/qCi＝(qC-qCi)/qCi，Wherein q isCTo calibrate the dynamic pressure, qCiFor dynamic pressure before calibration, PSiFor static pressure before calibration, PSTo calibrate the static pressure.
4. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 1, wherein: the method for correcting in the step 5) comprises the following steps: using formulas
5. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 1, wherein: the impact analysis is performed after step 5) is completed.
6. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 5, wherein: the influence analysis is verified through theoretical analysis and test flight, and static pressure source error correction does not influence the warning function and the effectiveness of a test flight result.
7. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 6, wherein: the test flight result comprises the following steps: flight quality under the landing configuration, landing performance and stall warning under the landing configuration.
8. The method for correcting the altitude error of the static pressure source of the medium aircraft as claimed in claim 7, wherein: the flight quality under the landing configuration is evaluated by taking the test system as a reference, the speed of the flight quality is examined according to the correction speed of the test system, and the static pressure source error correction does not influence the validity of the test flight result.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115856359A (en) * | 2023-02-15 | 2023-03-28 | 成都凯天电子股份有限公司 | Online correction method for airspeed of helicopter |
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Address after: 723213 Liulin Town, Chenggu County, Hanzhong City, Shaanxi Province Patentee after: Shaanxi Aircraft Industry Co.,Ltd. Address before: 723213 box 34, Hanzhong City, Shaanxi Province Patentee before: Shaanxi Aircraft INDUSTRY(GROUP) Co.,Ltd. |