极区飞行法向量惯性导航算法原理

为克服经典力学编排方案在高纬度地区无法定位定向的问题,提出了以地球坐标系为导航坐标系的法向量惯性导航力学编排方案。该方案采用法向量代替传统的经纬度坐标表示水平位置,适合于全球范围内进行导航。推导了法向量导航误差方程,可用于组合导航算法设计,从而对惯导误差进行校正,满足全天候长航时的导航要求。通过仿真验证了法向量导航算法误差特性,证明了该方案可以满足飞机在极区飞行时的需要,解释了飞跃极点时导航定位误差跳变的原因。     

基于二元语义的高原地区航材配送中心选址决策研究

针对高原地区航材配送中心选址决策特点,构建了航材配送中心选址指标体系,提出了基于二元语义的群决策选址方法,给出了基于二元语义群决策的航材配送中心选址步骤.通过实例得出了备选点的综合评价值,证明了方法的有效性.     

Parametric study of the class-shape-refinement-transformation method

The application of a novel parametrization technique to the optimization of aircraft shapes is presented. This class-shape-refinement transformation (CSRT) technique combines an analytical function (class function), a set of Bernstein polynomials (shape function) and a B-spline (refinement function) and can be used to model various aircraft components. It allows for both global and local control of a shape and forms a very efficient and intuitive way of mathematically describing aircraft parts. A parametric study was performed that shows the behaviour of the shape as a function of a number of different parameters, such as total number of shape variables and Bernstein/B-spline coefficient ratio. The CSRT method was used to approximate a typical aircraft wing cross-section and the results showed a very non-linear relationship between the number of shape variables and the error of the approximation, expressed in terms of a correlation factor. This behaviour has been thoroughly analysed. Additionally, optimization results were obtained that show that the CSRT method was successfully coupled to an aerodynamic flow solver. The objective of the optimization runs was to maximize lift-to-drag ratio, but in principle any objective function could be used as long as its input follows from the aerodynamic analysis. The optimization algorithm is capable of largely removing the shock wave on an airfoil at a typical cruise Mach number.     

飞机地面空调车的应用与发展

介绍了飞机地面空调车的分类和主要应用,阐述了空调车的工作原理、系统组成以及控制方式。结合目前国内飞机空调车的发展状况,分析了其研究方向和市场开发前景。     

Aerodynamic force evaluation for ice shedding phenomenon using vortex in cell scheme,penalisation and level set approaches

In this work, we propose a formulation to evaluate aerodynamic forces for flow solutions based on Cartesian grids, penalisation and level set functions. The formulation enables the evaluation of forces on closed bodies moving at different velocities. The use of Cartesian grids bypasses the meshing issues, and penalisation is an efficient alternative to explicitly impose boundary conditions so that the body fitted meshes can be avoided. Penalisation enables ice shedding simulations that take into account ice piece effects on the flow. Level set functions describe the geometry in a non-parametric way so that geometrical and topological changes resulting from physics, and particularly shed ice pieces, are straightforward to follow. The results obtained with the present force formulation are validated against other numerical formulations for circular and square cylinder in laminar flow. The capabilities of the proposed formulation are demonstrated on ice trajectory calculations for highly separated flow behind a bluff body, representative of inflight aircraft ice shedding.     

The research of used in aircraft optical windows sensor systems

The optical windows used in aircrafts protect their imaging sensors from environmental effects. Considering the imaging performance, flat surfaces are traditionally used in the design of optical windows. For aircrafts operating at high speeds, the optical windows should be relatively aerodynamic, but a flat optical window may introduce unacceptably high drag to the airframes. The linear scanning infrared sensors used in aircrafts with, respectively, a flat window, a spherical window and a toric window in front of the aircraft sensors are designed and compared. Simulation results show that the optical design using a toric surface has the integrated advantages of field of regard, aerodynamic drag, narcissus effect, and imaging performance, so the optical window with a toric surface is demonstrated to be suited for this application.     

Wind identification along a flight trajectory,part 3: 2D-dynamic approach

This paper deals with the identification of the wind profile along a flight trajectory by means of a two-dimensional dynamic approach. In this approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile as well as the nominal thrust, drag, and lift profiles are obtained from the available DFDR measurements. The actual values of the thrust, drag, and lift are assumed to be proportional to the respective nominal values via multiplicative parameters, called the thrust, drag, and lift factors. The thrust, drag, and lift factors plus the inertial velocity components at impact are determined by matching the flight trajectory computed from DFDR data with the flight trajectory available from ATCR data. This leads to a least-square problem which is solved analytically under the additional requirement of closeness of the multiplicative factors to unity. Application of the 2D-dynamic approach to the case of Flight Delta 191 shows that, with reference to the last 180 sec before impact, the values of the multiplicative factors were 1.09, 0.84, and 0.89; this implies that the actual values of the thrust, drag, and lift were 9% above, 16% below, and 11% below their respective nominal values. For the last 60 sec before impact, the aircraft was subject to severe windshear, characterized by a horizontal wind velocity difference of 123 fps and a vertical wind velocity difference of 80 fps. The 2D-dynamic approach is applicable to the analysis of windshear accidents in take-off or landing, especially for the case of older-generation, shorter-range aircraft which do not carry the extensive instrumentation of newer-generation, longer-range aircraft. The same methodology can be extended to the investigation of aircraft accidents originating from causes other than windshear (e.g., icing, incorrect flap position, engine malfunction), above all if its precision is further increased by combining the 2D-dynamic approach and the 2D-kinematic approach.     

Investigation of Different Condensation Regimes in Isobaric Turbulent Air-Steam Jets

Condensation in axisymmetric turbulent air-steam jets is studied theoretically and experimentally under bench experiment conditions in which a hot mist jet is injected from a nozzle into air. On the basis of the physico-mathematical model developed, four problems are considered: homogeneous condensation in the jet at a fairly low ambient air temperature, heterogeneous condensation on particles introduced into the jet at the nozzle outlet, heterogeneous condensation on particles ejected into the jet from the surrounding space, and condensation on ions entering the jet from a corona point on the flow axis. The local characteristics of the dispersed phase (mean particle size, standard deviation of the particle size, particle number and volume concentrations) and its integral characteristics (coefficient of vapor conversion into condensed phase and the optical thickness of the jet in different sections) are determined. The calculation results are compared with experimental data. As an application of the model developed, the characteristics of heterogeneous condensation in the jets of certain modern aircraft engines (IL-96-300, Tu-204, MiG-29, Boeing-707) are found on the assumption that the condensation occurs on particles entering the jet at the nozzle outlet and the particle growth rate in all stages (including the initial stage of particle irrigation) coincides with the growth rate of liquid drops.     

全机跨音速大迎角绕流的数值分析

应用有限体积法求解Ｅｕｌｅｒ方程计算了真实飞机外形的跨音速大迎角绕流流场及空气动力特性。本方法能自动捕获大后掠机翼前缘脱体涡，侧缘涡，机身体涡以及它们间的相互干扰。计算的机翼压力分布及全机气动力系数与实验值符合良好。表明了本文所采用的计算网格生成技术及流场计算方法是有效、可行的。