CN117436194B - Wing position adjustment quantity determination method and device taking take-off maneuvering performance as constraint - Google Patents

Wing position adjustment quantity determination method and device taking take-off maneuvering performance as constraint Download PDF

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CN117436194B
CN117436194B CN202311746464.2A CN202311746464A CN117436194B CN 117436194 B CN117436194 B CN 117436194B CN 202311746464 A CN202311746464 A CN 202311746464A CN 117436194 B CN117436194 B CN 117436194B
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张声伟
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AVIC First Aircraft Institute
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Abstract

The application belongs to the field of aircraft wing position design, and particularly relates to a wing position adjustment quantity determining method and device taking take-off maneuvering performance as constraint. S1, determining the front gravity center variation of an airplane based on an initial front gravity center position and a front gravity center position design value of the airplane; s2, determining a low head moment caused by the front center of gravity variation of the aircraft; s3, determining the forward movement amount of the wing for balancing out the low head moment; s4, calculating based on the forward movement amount of the wing to obtain the variation of the pitching moment of the whole aircraft and the front center of gravity of the aircraft with a new configuration; and S5, when the variation of the pitching moment of the whole machine is smaller than 0, determining a wing position adjustment value based on the variation of the pitching moment of the whole machine, and recalculating to obtain the variation of the pitching moment of the whole machine based on the wing position adjustment value until the variation of the pitching moment of the whole machine is larger than or equal to 0. The method has the advantages of high calculation efficiency, high convergence speed, fine calculation model and good calculation precision.

Description

Wing position adjustment quantity determination method and device taking take-off maneuvering performance as constraint
Technical Field
The application belongs to the field of aircraft wing position design, and particularly relates to a wing position adjustment quantity determining method and device taking take-off maneuvering performance as constraint.
Background
The front center of gravity of the aircraft exceeds a design value, so that the maneuvering performance of the aircraft is reduced, and the flight safety is affected. The aircraft has the greatest weight and the forefront center of gravity during take-off. For both the transporter and the bomber, takeoff and front wheel lift is a key constraint for assessing the maneuvering performance of the aircraft. Adjusting wing position is the most effective way to bring the front center of gravity back within design limits. The front gravity center position is continuously updated along with the design progress, and the wing position is correspondingly adjusted to ensure that the aircraft has good maneuverability. The wing position adjustment can cause the change of the gravity center of the airplane, the pneumatic pressure center of the wing and the horizontal tail wash down gradient. The above factors in turn can lead to aircraft pitching moment variations. The accurate calculation of the wing position adjustment is an important technology for optimizing the layout and improving the maneuvering performance of the aircraft.
Disclosure of Invention
In order to solve at least one of the technical problems, the application designs a method and a device for determining the wing position adjustment quantity with taking the take-off maneuvering performance as constraint, the method can solve the operability problem caused by the fact that the front center of gravity of the aircraft exceeds the design front limit, and is suitable for the development of wing position optimization design and related design software of the transport aircraft and the bomber.
The first aspect of the present application provides a method for determining a wing position adjustment amount with taking takeoff maneuver performance as a constraint, mainly including:
s1, determining the front center of gravity variation of an airplane based on an initial front center of gravity position and a front center of gravity position design value of the airplane;
s2, determining a low head moment caused by the front center of gravity variation of the aircraft;
s3, determining the forward movement amount of the wing for balancing out the low head moment;
s4, calculating and obtaining the variation of the pitching moment of the whole aircraft based on the forward movement amount of the wing, and the front center of gravity of the aircraft with a new configuration;
and S5, when the variation of the pitching moment of the whole aircraft is smaller than 0, determining a wing position adjustment value based on the variation of the pitching moment of the whole aircraft, and recalculating to obtain the variation of the pitching moment of the whole aircraft based on the wing position adjustment value until the variation of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement and the front gravity center position of the aircraft.
Preferably, in step S4, calculating the variation of the pitching moment of the whole machine includes:
s41, calculating the forward center of gravity forward movement of the aircraft according to the wing forward movement amount;
step S42, determining a first moment change amount generated by the change of the front center of gravity of the airplane based on the front center of gravity forward movement amount of the airplane;
step S43, calculating a second moment variation caused by the change of the pneumatic center position of the wing and a third moment variation generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
and S44, forming the change quantity of the pitching moment of the whole machine by the first moment change quantity, the second moment change quantity and the third moment change quantity.
Preferably, in step S4, calculating the front center of gravity position of the aircraft with the new configuration includes:
s45, calculating the forward movement of the center of gravity of the aircraft according to the forward movement amount of the wing;
step S46, determining the relative position change of the front center of gravity of the new configuration according to the forward movement amount of the center of gravity of the airplane and the forward movement amount of the wing;
and step S47, determining the front center of gravity position of the aircraft with a new configuration based on the front center of gravity relative position variation.
Preferably, in step S5, determining the wing position adjustment amount correction value includes:
s51, determining a lift coefficient of the zero-incidence wing;
and step S52, calculating the wing position adjustment correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-attack-angle wing and the correction coefficient.
The second aspect of the present application provides a wing position adjustment amount determining device with taking takeoff maneuver performance as constraint, mainly comprising:
the aircraft front center of gravity variation determining module is used for determining the aircraft front center of gravity variation based on the initial aircraft front center of gravity position and the front center of gravity position design value;
the low head moment determining module is used for determining low head moment caused by the front center of gravity variation of the airplane;
the wing forward movement amount determining module is used for determining the wing forward movement amount for balancing the low head moment;
the full-aircraft pitching moment and aircraft front center of gravity position calculation module is used for calculating and obtaining the variation of the full-aircraft pitching moment and the aircraft front center of gravity position of a new configuration based on the wing forward movement;
and the convergence iteration control module is used for determining a wing position adjustment quantity correction value based on the change quantity of the pitching moment of the whole aircraft when the change quantity of the pitching moment of the whole aircraft is smaller than 0, recalculating and obtaining the change quantity of the pitching moment of the whole aircraft based on the wing position adjustment quantity correction value until the change quantity of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement quantity and the front center of gravity position of the aircraft.
Preferably, the full-plane pitching moment and front center of gravity position calculation module comprises:
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
a first moment variation amount calculation unit configured to determine a first moment variation amount due to a change in the center of gravity of the aircraft based on the forward center of gravity shifting amount of the aircraft;
the second moment and third moment variation amount calculating unit is used for calculating a second moment variation amount caused by the change of the pneumatic pressure center position of the wing and a third moment variation amount generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
the whole-machine pitching moment variation calculation unit is used for jointly forming the variation of the whole-machine pitching moment by the first moment variation, the second moment variation and the third moment variation.
Preferably, the full-plane pitching moment and front center of gravity position calculation module comprises:
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
the aircraft front center of gravity position relative change amount calculating unit is used for determining the front center of gravity relative position change amount of a new configuration according to the aircraft center of gravity forward movement amount and the wing forward movement amount;
an aircraft front center of gravity position determination unit for determining a new configuration of the aircraft front center of gravity position based on the front center of gravity relative position variation.
Preferably, the convergence iteration control module includes:
the zero incidence wing lift coefficient determining unit is used for determining the lift coefficient of the zero incidence wing;
the wing position adjustment quantity correction value calculation unit is used for calculating the wing position adjustment quantity correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-incidence wing and the correction coefficient.
The method has the advantages of fine calculation model and more accurate numerical solution. According to the method, a numerical solution algorithm is adopted, and the wing position and the front center of gravity position of the aircraft are continuously updated until the pitching moment increment meets the aircraft maneuvering performance requirement.
Drawings
FIG. 1 is a flow chart of a preferred embodiment of a wing position adjustment quantity determination method of the present application that is constrained by takeoff maneuver performance.
Detailed Description
For the purposes, technical solutions and advantages of the present application, the following describes the technical solutions in the embodiments of the present application in more detail with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of the present application. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without undue burden are within the scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In order to solve the problem of the reduction of the longitudinal maneuvering performance of the aircraft caused by the fact that the front center of gravity of the aircraft exceeds a design value, technical support is provided for optimizing the installation position of the wing, and the wing position adjustment quantity for zeroing the newly added pitching moment is accurately solved by calculating the change quantity of the front center of gravity of the aircraft, the pneumatic pressure center of the wing and the pitching moment caused by the change of the wing.
In general, an aircraft overall aerodynamic designer divides an aircraft center of gravity into a front center of gravity, a middle center of gravity and a rear center of gravity according to requirements of related airworthiness clauses in combination with calculation of the stability quality of the aircraft in a weight center of gravity envelope.
The first aspect of the present application provides a method for determining an adjustment amount of a wing position with taking takeoff maneuver performance as a constraint, as shown in fig. 1, mainly including:
and S1, determining the front center of gravity variation of the aircraft based on the initial front center of gravity position and the front center of gravity position design value.
In this step, it is assumed that the initial aircraft front center of gravity position in the initial configuration is X cg0 The design value of the front gravity center position is X cgb The front center of gravity variation Δx of the aircraft cg0 The method comprises the following steps:
ΔX cg0 ＝X cgb -X cg0 。
in a specific example, for example, the design value of the front center of gravity position is 0.19Ca, and the front center of gravity position of the initial configuration is 0.15Ca, and the aircraft front center of gravity variation is 0.04Ca.
And S2, determining the low head moment caused by the front center of gravity variation of the airplane.
In this step, it is necessary to give further the takeoff weight W of the aircraft to Wing reference area S ref . The low head moment Δc is calculated based on the following formula mz0 。
ΔC mz0 ＝-ΔX cg0 W to g/(qS ref )。
In the formula, q=ρ (V R ) 2 。V R For take-off front wheel lifting speed, ρ is the atmospheric density of the take-off airport.
And S3, determining the forward movement amount of the wing for balancing out the low head moment.
In this step, in order to balance the excessive low head moment, the wing needs to be moved forward by an amount of Δx wing Calculated by the following formula:
ΔX wing ＝-ΔC mz0 /C La0wing 。
wherein C is La0wing The lift coefficient of the wing with the zero incidence angle can be obtained through CFD calculation according to the initially input parameters of the wing reference area, the takeoff weight, the wing weight, the atmospheric density of the takeoff airport, the front gravity center position of the aircraft with the initial configuration, the front gravity center position design value, the distance between the pneumatic pressure center of the horizontal tail wing and the moment reference point and the like.
And S4, calculating and obtaining the variation of the pitching moment of the whole aircraft based on the forward movement amount of the wing, and the front center of gravity of the aircraft with a new configuration.
In some alternative embodiments, calculating the change in the collective pitch moment includes:
s41, calculating the forward center of gravity forward movement of the aircraft according to the wing forward movement amount;
step S42, determining a first moment change amount generated by the change of the front center of gravity of the airplane based on the front center of gravity forward movement amount of the airplane;
step S43, calculating a second moment variation caused by the change of the pneumatic center position of the wing and a third moment variation generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
and S44, forming the change quantity of the pitching moment of the whole machine by the first moment change quantity, the second moment change quantity and the third moment change quantity.
In step S41, the forward center of gravity of the aircraft is shifted forward by an amount ΔX cg And (3) calculating a model:
ΔX cg ＝ΔX wing (W wing /W to )。
in the above, W wing For wing weight, W to As previously described, is the takeoff weight.
In step S42, the wing is advanced to cause a change in the fore-center of gravity of the aircraftThe resulting first moment change ΔC mcg The calculation model of (2) is as follows:
ΔC mcg ＝-ΔX cg W to g/(qS ref )。
the model is consistent with a model for calculating low head moment based on the front center of gravity variation delta X of the airplane cg0 For indicating the degree of variation caused by the difference between the initial design of the front center of gravity and the actual position of the front center of gravity, and the forward movement delta X of the aircraft cg Refers to the degree of change in the front center of gravity of the aircraft during each iteration of the new configuration compared to the old configuration (the previous configuration), essentially the two parameter types being the same, thus, the first moment change ΔC mcg The same is true for the calculation of the low head moment, which is an external representation of the first moment variation, where q=ρ (V R ) 2 。V R For take-off front wheel lifting speed, ρ is the atmospheric density of the take-off airport.
Front take-off wheel speed V R The calculation can be further performed by the following model:
V R ＝K R (2W to g/(ρS ref C Lmax )) 0.5 。
in the above, C Lmax For maximum lift coefficient of take-off configuration, which can be obtained from initial input by CFD calculation, K R The value range of the front wheel speed factor is 0.95-1.0.
In step S43, a second moment variation ΔC generated by the change in the position of the aerodynamic center of the wing mwing The calculation model of (2) is as follows:
ΔC mwing ＝ΔX wing C La0wing 。
third moment variation delta C generated by reduction of horizontal tail washing gradient mht The calculation model of (2) is as follows:
ΔC mht ＝-C Lht0x ΔXSDS*X ht 。
in the above, C Lht0x To zero angle of attack lift coefficient of the tailplane without considering the influence of the washdown, ΔXSDS is the reduction of the washdown gradient of the tailplane, X ht The distance between the pneumatic pressure center of the horizontal tail wing and the pneumatic pressure center of the wing is longer than the average pneumatic chord length. Wherein Δxsds=xsds 1 (K X -1) wherein XSDS 1 K is the lower wash gradient of the horizontal tail at the original wing position X ＝(1-ΔX wingz /X ht ) 1.52 。
In step S43, the variation Δc of the full-engine pitching moment mz The sum of the three moment variation amounts is as follows: ΔC mz ＝ΔC mcg +ΔC mwing +ΔC mht 。
In some alternative embodiments, in step S4, calculating the forward center of gravity position of the aircraft of the new configuration includes:
s45, calculating the forward movement of the center of gravity of the aircraft according to the forward movement amount of the wing;
step S46, determining the relative position change of the front center of gravity of the new configuration according to the forward movement amount of the center of gravity of the airplane and the forward movement amount of the wing;
and step S47, determining the front center of gravity position of the aircraft with a new configuration based on the front center of gravity relative position variation.
Wherein, the aircraft center of gravity forward movement delta X related to the step S45 and the step S41 cg The calculation model is the same, and in step S46, the front center of gravity relative position change amount Δx of the new configuration is determined by the following model cgp ：ΔX cgp ＝ΔX wing -ΔX cg . Finally, in step S47, the formula X is passed cgp ＝X cgp1 +ΔX cgp Calculating the front center of gravity position X of a new wing configuration cgp Wherein X is cgp1 The position of the front center of gravity of the aircraft is configured for the previous wheel. For example, assume that the wing is advanced by an amount ΔX wing At 0.1Ca, the center of gravity position variation DeltaX is calculated in step S45 cg At 0.01Ca, the relative change amount DeltaX was found in step S46 cgp Assuming that the relative position of the front center of gravity of the aircraft of the original configuration is 0.15Ca, it is known from step S47 that the relative position of the front center of gravity of the new configuration is 0.024Ca.
And S5, when the variation of the pitching moment of the whole aircraft is smaller than 0, determining a wing position adjustment value based on the variation of the pitching moment of the whole aircraft, and recalculating to obtain the variation of the pitching moment of the whole aircraft based on the wing position adjustment value until the variation of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement and the front gravity center position of the aircraft.
In some alternative embodiments, in step S5, determining the wing position adjustment quantity correction value includes:
s51, determining a lift coefficient of the zero-incidence wing;
and step S52, calculating the wing position adjustment correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-attack-angle wing and the correction coefficient.
In step S51, the lift coefficient C of the zero angle of attack wing La0wing As previously described, it may be obtained by CFD calculation from the initial input. In step S52, the correction factor is typically-1.6, i.e., the wing position adjustment correction value ΔX may be determined by the following model wing ：
ΔX wing ＝-1.6ΔC mz /C La0wing 。
Finally, accumulating all wing position adjustment quantity correction values delta X wing The accumulated wing forward movement amount can be obtained, the wing position adjustment amount correction value replaces the wing forward movement amount in the step S3, the step S4 is returned to recalculate to obtain the change amount of the pitching moment of the whole aircraft, and the steps are repeated until the pitching moment increment is changed from the low head moment to the head lifting moment, namely delta C mz >0, finishing the calculation cycle, and outputting the accumulated forward movement delta X of the wing wingz With a new front centre of gravity position X cgp 。
The method and the device provide an algorithm and a calculation flow for accurately calculating the wing position adjustment based on the established aircraft front center of gravity position calculation model and the pitching moment variation calculation model after the wing position adjustment. Compared with engineering calculation methods, the method has the advantages of fine calculation model and more accurate numerical solution. The method and the device can solve the problem of the reduction of the longitudinal maneuvering performance of the aircraft caused by the fact that the front center of gravity exceeds a design value, and provide technical support for optimizing the wing installation position.
The second aspect of the present application provides a wing position adjustment amount determining device with taking takeoff maneuver performance as constraint, which corresponds to the above method, and mainly includes:
the aircraft front center of gravity variation determining module is used for determining the aircraft front center of gravity variation based on the initial aircraft front center of gravity position and the front center of gravity position design value;
the low head moment determining module is used for determining low head moment caused by the front center of gravity variation of the airplane;
the wing forward movement amount determining module is used for determining the wing forward movement amount for balancing the low head moment;
the full-aircraft pitching moment and aircraft front center of gravity position calculation module is used for calculating and obtaining the variation of the full-aircraft pitching moment and the aircraft front center of gravity position of a new configuration based on the wing forward movement;
and the convergence iteration control module is used for determining a wing position adjustment quantity correction value based on the change quantity of the pitching moment of the whole aircraft when the change quantity of the pitching moment of the whole aircraft is smaller than 0, recalculating and obtaining the change quantity of the pitching moment of the whole aircraft based on the wing position adjustment quantity correction value until the change quantity of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement quantity and the front center of gravity position of the aircraft.
In some alternative embodiments, the whole-aircraft pitching moment and aircraft front center of gravity position calculation module comprises:
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
a first moment variation amount calculation unit configured to determine a first moment variation amount due to a change in the center of gravity of the aircraft based on the forward center of gravity shifting amount of the aircraft;
the second moment and third moment variation amount calculating unit is used for calculating a second moment variation amount caused by the change of the pneumatic pressure center position of the wing and a third moment variation amount generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
the whole-machine pitching moment variation calculation unit is used for jointly forming the variation of the whole-machine pitching moment by the first moment variation, the second moment variation and the third moment variation.
In some alternative embodiments, the whole-aircraft pitching moment and aircraft front center of gravity position calculation module comprises:
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
the aircraft front center of gravity position relative change amount calculating unit is used for determining the front center of gravity relative position change amount of a new configuration according to the aircraft center of gravity forward movement amount and the wing forward movement amount;
an aircraft front center of gravity position determination unit for determining a new configuration of the aircraft front center of gravity position based on the front center of gravity relative position variation.
In some alternative embodiments, the converged iteration control module comprises:
the zero incidence wing lift coefficient determining unit is used for determining the lift coefficient of the zero incidence wing;
the wing position adjustment quantity correction value calculation unit is used for calculating the wing position adjustment quantity correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-incidence wing and the correction coefficient.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions easily conceivable by those skilled in the art within the technical scope of the present application should be covered in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (2)

1. A method for determining an amount of wing position adjustment subject to takeoff maneuver performance constraints, comprising:
s1, determining the front center of gravity variation of an airplane based on an initial front center of gravity position and a front center of gravity position design value of the airplane;
s2, determining a low head moment caused by the front center of gravity variation of the aircraft;
s3, determining the forward movement amount of the wing for balancing out the low head moment;
s4, calculating and obtaining the variation of the pitching moment of the whole aircraft based on the forward movement amount of the wing, and the front center of gravity of the aircraft with a new configuration;
s5, when the variation of the pitching moment of the whole aircraft is smaller than 0, determining a wing position adjustment value based on the variation of the pitching moment of the whole aircraft, and recalculating to obtain the variation of the pitching moment of the whole aircraft based on the wing position adjustment value until the variation of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement and the front gravity center position of the aircraft;
in step S4, calculating the variation of the pitching moment of the whole machine includes:
s41, calculating the forward center of gravity forward movement of the aircraft according to the wing forward movement amount;
step S42, determining a first moment change amount generated by the change of the front center of gravity of the airplane based on the front center of gravity forward movement amount of the airplane;
step S43, calculating a second moment variation caused by the change of the pneumatic center position of the wing and a third moment variation generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
step S44, the first moment variable quantity, the second moment variable quantity and the third moment variable quantity jointly form the variable quantity of the pitching moment of the whole machine;
in step S4, calculating the front center of gravity position of the aircraft with the new configuration includes:
s45, calculating the forward movement of the center of gravity of the aircraft according to the forward movement amount of the wing;
step S46, determining the relative position change of the front center of gravity of the new configuration according to the forward movement amount of the center of gravity of the airplane and the forward movement amount of the wing;
step S47, determining the front center of gravity position of the aircraft with a new configuration based on the front center of gravity relative position variation;
in step S5, determining the wing position adjustment amount correction value includes:
s51, determining a lift coefficient of the zero-incidence wing;
and step S52, calculating the wing position adjustment correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-attack-angle wing and the correction coefficient.
2. A wing position adjustment amount determination apparatus that is constrained by takeoff maneuver performance, comprising:
the aircraft front center of gravity variation determining module is used for determining the aircraft front center of gravity variation based on the initial aircraft front center of gravity position and the front center of gravity position design value;
the low head moment determining module is used for determining low head moment caused by the front center of gravity variation of the airplane;
the wing forward movement amount determining module is used for determining the wing forward movement amount for balancing the low head moment;
the full-aircraft pitching moment and aircraft front center of gravity position calculation module is used for calculating and obtaining the variation of the full-aircraft pitching moment and the aircraft front center of gravity position of a new configuration based on the wing forward movement;
the convergence iteration control module is used for determining a wing position adjustment quantity correction value based on the change quantity of the pitching moment of the whole aircraft when the change quantity of the pitching moment of the whole aircraft is smaller than 0, recalculating the change quantity of the pitching moment of the whole aircraft based on the wing position adjustment quantity correction value until the change quantity of the pitching moment of the whole aircraft is larger than or equal to 0, and outputting the final accumulated forward wing movement quantity and the front center of gravity position of the aircraft;
the full-plane pitching moment and aircraft front center of gravity position calculation module comprises:
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
a first moment variation amount calculation unit configured to determine a first moment variation amount due to a change in the center of gravity of the aircraft based on the forward center of gravity shifting amount of the aircraft;
the second moment and third moment variation amount calculating unit is used for calculating a second moment variation amount caused by the change of the pneumatic pressure center position of the wing and a third moment variation amount generated by the reduction of the horizontal tail washing gradient based on the forward movement amount of the wing;
the whole-machine pitching moment variation calculation unit is used for jointly forming variation of the whole-machine pitching moment by the first moment variation, the second moment variation and the third moment variation;
an aircraft center of gravity forward movement amount calculation unit configured to calculate an aircraft forward center of gravity forward movement amount based on the wing forward movement amount;
the aircraft front center of gravity position relative change amount calculating unit is used for determining the front center of gravity relative position change amount of a new configuration according to the aircraft center of gravity forward movement amount and the wing forward movement amount;
an aircraft front center of gravity position determining unit configured to determine a new configuration of an aircraft front center of gravity position based on the front center of gravity relative position variation;
the convergence iteration control module comprises:
the zero incidence wing lift coefficient determining unit is used for determining the lift coefficient of the zero incidence wing;
the wing position adjustment quantity correction value calculation unit is used for calculating the wing position adjustment quantity correction value according to the ratio of the variation of the pitching moment of the whole aircraft to the lift coefficient of the zero-incidence wing and the correction coefficient.
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