CN111061281B - Aircraft flight scheme generation method and generation system and aircraft with same - Google Patents
Aircraft flight scheme generation method and generation system and aircraft with same Download PDFInfo
- Publication number
- CN111061281B CN111061281B CN201811199744.5A CN201811199744A CN111061281B CN 111061281 B CN111061281 B CN 111061281B CN 201811199744 A CN201811199744 A CN 201811199744A CN 111061281 B CN111061281 B CN 111061281B
- Authority
- CN
- China
- Prior art keywords
- calculated
- pitch angle
- optimal
- speed
- climbing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 40
- 230000009194 climbing Effects 0.000 claims abstract description 226
- 238000005265 energy consumption Methods 0.000 claims abstract description 66
- 238000004458 analytical method Methods 0.000 claims abstract description 60
- 238000004364 calculation method Methods 0.000 claims abstract description 36
- 230000008859 change Effects 0.000 claims description 8
- 230000001133 acceleration Effects 0.000 claims description 6
- 230000008520 organization Effects 0.000 claims description 4
- 238000012545 processing Methods 0.000 abstract description 3
- 238000004146 energy storage Methods 0.000 description 16
- 238000010586 diagram Methods 0.000 description 7
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 5
- 206010068065 Burning mouth syndrome Diseases 0.000 description 5
- 238000007726 management method Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000005484 gravity Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 230000007246 mechanism Effects 0.000 description 3
- 238000005381 potential energy Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000012512 characterization method Methods 0.000 description 1
- 230000002060 circadian Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000005406 washing Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/04—Control of altitude or depth
- G05D1/042—Control of altitude or depth specially adapted for aircraft
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Navigation (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention provides an aircraft flight scheme generation method, a generation system and an aircraft with the same, wherein the flight scheme generation method comprises the following steps: the initialization module, the atmospheric data parameter module and the pneumatic analysis module are used for providing necessary input data and parameters for the optimal flight strategy control calculation module, the optimal flight strategy control calculation module is used for calling the electric propulsion system analysis module to calculate the related energy consumption of the electric propulsion system after comprehensive processing, calling the propeller performance analysis module to calculate the propeller performance and judging whether the calculation is finished, if the calculation is judged not to be finished, the initialization module, the atmospheric data parameter module and the pneumatic analysis module are called again to start the next round of calculation, otherwise, the optimal flight scheme generation module is called, and the optimal climbing scheme and the optimal cruising scheme are output. By applying the technical scheme of the invention, the technical problem that the high-altitude long-endurance round-the-clock cycle flight of the aircraft is difficult to realize in the prior art is solved.
Description
Technical Field
The invention relates to the technical field of overall design of aerospace aircrafts, in particular to an aircraft flight scheme generating method and system and an aircraft with the same.
Background
The solar unmanned aerial vehicle is used as an important component of a low-dynamic aircraft in the near space, has the characteristics of long endurance time and high cruising height, can be widely applied to the fields of communication relay, investigation and monitoring, strategic early warning and the like, has important application value, and becomes a research hotspot in the world. The solar unmanned aerial vehicle uses solar energy as an energy source, and provides electric energy for an electric propulsion system and airborne equipment in a mode of combined power supply of solar energy and an energy storage battery. During the high-altitude flight in daytime, the collected solar energy can independently supply power for the electric propulsion system and the airborne equipment, and the surplus energy is charged into the energy storage battery for storage; when the vehicle flies down at night, the energy storage battery provides all the electric energy required by the electric propulsion system and the onboard equipment. In theory, through reasonable planning of flight strategy and fine adjustment of energy balance, the solar unmanned aerial vehicle can realize the round-the-clock circulation flight, and the ultra-long endurance flight of week, month and even grade is reached.
At present, limited by the limitations of the technical development level of disciplines such as pneumatic, structural, energy and power, certain challenges exist in engineering for realizing the cyclic flight of solar unmanned aerial vehicles at high altitudes and long voyages. Particularly, an optimal flight strategy comprehensively considering the air power, the power and the energy balance becomes one of key technologies of development design and engineering application of the solar unmanned aerial vehicle at high altitude and long endurance. At present, the research on the flight strategy of the solar unmanned aerial vehicle at high altitude and long endurance is relatively less, and the solar unmanned aerial vehicle is mainly focused on improving the collection and utilization efficiency of solar energy through measures, so that the optimal flight strategy cannot be systematically optimized from the angle of reducing energy consumption, the development requirement of engineering prototypes is difficult to meet, and a comprehensive and practical strategy support cannot be provided for binding a flight scheme for a flight control system.
Disclosure of Invention
The invention provides a method and a system for generating an aircraft flight scheme and an aircraft with the same, and solves the technical problems that the existing aircraft is high in flight energy consumption and short in duration, and the aircraft is difficult to realize the round-the-clock circulation flight at high altitude and long in endurance.
According to an aspect of the present invention, there is provided an aircraft flight plan generation method including: step one, an initialization module is called to set initialization parameters, wherein the initialization parameters comprise initial height, termination height, height variation, initial climbing rate, termination climbing rate, climbing rate variation, initial pitch angle, termination pitch angle and pitch angle variation, and the calculated height is set as the initial height; calling an atmosphere data parameter module, and reading corresponding atmosphere parameter data; setting the calculated climbing rate as an initial climbing rate, calling a pneumatic analysis module to acquire pole curve data, selecting an initial speed, a termination speed and a speed variation under the current calculated height according to the pole curve data, and setting the calculated speed as the initial speed; step four, when the aircraft is in a flat flight state, acquiring a first optimal pitch angle corresponding to the calculated height and the calculated speed in the flat flight state; step five, when the aircraft is in a climbing state, acquiring a second optimal pitch angle corresponding to the calculated height, the calculated speed and the calculated climbing rate in the climbing state; step six, calculating the calculated speed and the speed variation to obtain an updated speed, setting the calculated speed as the updated speed, and repeating the steps four to six when the calculated speed is smaller than the termination speed, and obtaining the current calculated height, the first optimal pitch angle of the current calculated speed and the corresponding total energy consumption of the battery pack in a flat flight state; acquiring a current calculated height, a current calculated speed, a second optimal pitch angle under a current calculated climbing rate and corresponding climbing efficiency in a climbing state; when the calculated speed is greater than or equal to the termination speed and the aircraft is in a flat flight state, acquiring a first optimal speed, setting the calculated speed as an initial speed, and turning to a step seven; when the calculated speed is greater than or equal to the ending speed and the aircraft is in a climbing state, acquiring a second optimal speed, setting the calculated speed as an initial speed, and turning to the step seven; step seven, calculating the calculated climbing rate and the climbing rate variation to obtain an updated climbing rate, setting the calculated climbing rate as the updated climbing rate, and repeating the steps five to seven when the calculated climbing rate is smaller than the termination climbing rate to obtain the second optimal speed at the current calculated height and the current calculated climbing rate; when the calculated climbing rate is greater than or equal to the termination climbing rate, acquiring the optimal climbing rate, and turning to the step eight; step eight, calculating the calculated height and the height value variation to obtain an updated height, setting the calculated height as the updated height, and repeating the steps two to eight when the calculated height is smaller than the termination height to obtain the optimal climbing rate under the calculated height; and when the calculated height value is larger than or equal to the termination height value, outputting speeds, climbing rates and pitch angles corresponding to the optimal flat flight and the optimal climbing states at different heights.
Further, the fourth step specifically includes: (4.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a flat flight state; (4.2) calculating the current calculated height, the current calculated speed and the performance parameters of the propeller under the current calculated pitch angle; (4.3) calculating the total energy consumption of the battery pack under the conditions of the current calculated height, the current calculated speed and the current calculated pitch angle; (4.4) calculating the calculated pitch angle and the change amount of the pitch angle to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (4.2) to (4.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the total energy consumption of the battery pack at the current calculated height, the current calculated climbing rate and the current speed; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the minimum battery pack total energy consumption as a first optimal pitch angle.
Further, the fifth step specifically includes: (5.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a climb condition; (5.2) calculating the current calculated height, the current calculated speed, the current climbing rate and the performance parameters of the propeller under the current calculated pitch angle; (5.3) calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; (5.4) calculating the calculated pitch angle and the pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (5.2) to (5.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the maximum climbing efficiency as a second optimal pitch angle.
Further, the step (5.3) specifically includes: calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle according to the climbing efficiency formula(T is the pulling force generated by the propeller, D is the aerodynamic drag of the aircraft, V is the flight speed of the aircraft, and P Total Total energy consumption for the battery pack).
Further, the initializing parameters in the first step further includes: setting a current threshold of the motor and a power threshold of the battery pack, discarding the current calculated pitch angle when the motor current value calculated in the step 4.3 is larger than the current threshold or the battery pack power is larger than the power threshold, and entering the step 4.4; when the current value calculated in the step 5.3 is larger than the current threshold value or the battery pack power is larger than the power threshold value, the current calculated pitch angle is omitted, and the step 5.4 is entered.
Further, the third step specifically includes: setting the calculated climbing rate as the initial climbing rate, reading the appearance parameters of the aircraft, calling a pneumatic analysis module to acquire pole curve data, selecting the initial speed, the final speed and the speed variation according to the pole curve data, and setting the calculated speed as the initial speed.
Further, outputting speeds, climbing rates and pitch angles corresponding to the optimal flat flight and optimal climbing states with different heights in the eighth step specifically comprises: outputting an optimal flat flight scheme, wherein the optimal flat flight scheme comprises a first optimal speed and a first optimal pitch angle corresponding to the optimal flat flight state at different heights; outputting an optimal climbing scheme, wherein the optimal climbing scheme comprises an optimal climbing rate, a second optimal speed and a second optimal pitch angle corresponding to the optimal flat flight state at different heights;
Further, in the second step, the atmospheric parameters include air density, sound velocity, gravitational acceleration, and dynamic viscosity coefficient.
According to another aspect of the present invention, there is provided an aircraft optimal solution generating system employing the aircraft flight solution generating method as described above, the aircraft optimal solution generating system comprising: the initialization module is used for setting the height, the climbing rate and the pitch angle required by the optimal flight scheme generation strategy; the atmosphere data parameter module is used for providing atmosphere data information at different heights; the pneumatic analysis module is used for providing pneumatic data of aircrafts with different heights; the propeller performance analysis module is used for calculating performance data of the propeller under different flight working conditions in real time; the electric propulsion system analysis module is used for calculating the energy consumption of the aircraft; the optimal flight strategy control calculation module is used for logic control of the whole flight scheme and organizing and calling of each module; the optimal flight scheme generation module is used for outputting the optimal flight schemes at different heights;
According to a further aspect of the invention, there is provided an aircraft comprising an aircraft best mode generation system as described above.
By applying the technical scheme of the invention, by comprehensively considering factors such as pneumatic, power, energy sources and the like, an optimal climbing scheme and an optimal flat flight (cruising) scheme with highest efficiency and least energy consumption are automatically generated for two main energy consumption stages of climbing and flat flight (cruising) when the aircraft circularly flies around the clock, and the data and strategy support are conveniently provided for the binding flight scheme of the flight control system.
Drawings
The accompanying drawings, which are included to provide a further understanding of embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention. It is evident that the drawings in the following description are only some embodiments of the present invention and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 shows a flow chart of a method for generating a flight plan of a high altitude long endurance solar unmanned aerial vehicle according to a specific embodiment of the present invention;
FIG. 2 is a schematic diagram of a aerodynamic pole curve of a solar unmanned aerial vehicle with lift-drag ratio varying with flying speed at different altitudes according to a specific embodiment of the present invention;
FIG. 3 illustrates a high altitude long endurance solar unmanned aerial vehicle climb and cruise (flat flight) state aircraft flight diagram provided in accordance with a specific embodiment of the present invention;
FIG. 4 is a schematic diagram of an analysis model of a dual-redundancy electric propulsion system of a high altitude long endurance solar unmanned aerial vehicle, provided according to an embodiment of the present invention;
FIG. 5 illustrates a schematic diagram of a high altitude long endurance solar unmanned aerial vehicle flight scheme generation system provided in accordance with a specific embodiment of the present invention;
FIG. 6 illustrates a schematic diagram of an altitude 10km altitude optimal climb efficiency profile for a high altitude long endurance solar unmanned aerial vehicle pneumatic analysis module provided in accordance with a specific embodiment of the present invention;
FIG. 7 is a schematic diagram of a motor speed profile for a high altitude long endurance solar unmanned aerial vehicle with an altitude of 10km, provided in accordance with a specific embodiment of the present invention;
fig. 8 shows a schematic diagram of a pitch angle variation curve of a high altitude long endurance solar unmanned aerial vehicle with an altitude of 10 km.
Wherein the above figures include the following reference numerals:
10. initializing a module; 20. an atmospheric data parameter module; 30. a pneumatic analysis module; 40. a propeller performance analysis module; 50. an electric propulsion system analysis module; 60. the optimal flight strategy control calculation module 70 and the optimal flight scheme generation module.
Detailed Description
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
As shown in fig. 1 to 8, according to a specific embodiment of the present invention, there is provided an aircraft flight plan generation method including: step one, calling an initialization module 10 to perform initialization parameter setting, wherein the initialization parameter comprises an initial height, a termination height, a height variation, an initial climbing rate, a termination climbing rate, a climbing rate variation, an initial pitch angle, a termination pitch angle and a pitch angle variation, and setting a calculated height as the initial height; step two, calling an atmosphere data parameter module 20, and reading corresponding atmosphere parameter data; step three, setting the calculated climbing rate as an initial climbing rate, calling a pneumatic analysis module 30 to acquire pole curve data, selecting an initial speed, a termination speed and a speed variation under the current calculated height according to the pole curve data, and setting the calculated speed as the initial speed; step four, when the aircraft is in a flat flight state, acquiring a first optimal pitch angle corresponding to the calculated height and the calculated speed in the flat flight state; step five, when the aircraft is in a climbing state, acquiring a second optimal pitch angle corresponding to the calculated height, the calculated speed and the calculated climbing rate in the climbing state; step six, calculating the calculated speed and the speed variation to obtain an updated speed, setting the calculated speed as the updated speed, and repeating the steps four to six when the calculated speed is smaller than the termination speed, and obtaining the current calculated height, the first optimal pitch angle of the current calculated speed and the corresponding total energy consumption of the battery pack in a flat flight state; acquiring a current calculated height, a current calculated speed, a second optimal pitch angle under a current calculated climbing rate and corresponding climbing efficiency in a climbing state; when the calculated speed is greater than or equal to the termination speed and the aircraft is in a flat flight state, acquiring a first optimal speed, setting the calculated speed as an initial speed, and turning to a step seven; when the calculated speed is greater than or equal to the ending speed and the aircraft is in a climbing state, acquiring a second optimal speed, setting the calculated speed as an initial speed, and turning to the step seven; step seven, calculating the calculated climbing rate and the climbing rate variation to obtain an updated climbing rate, setting the calculated climbing rate as the updated climbing rate, and repeating the steps five to seven when the calculated climbing rate is smaller than the termination climbing rate to obtain the second optimal speed at the current calculated height and the current calculated climbing rate; when the calculated climbing rate is greater than or equal to the termination climbing rate, acquiring the optimal climbing rate, and turning to the step eight; step eight, calculating the calculated height and the height value variation to obtain an updated height, setting the calculated height as the updated height, and repeating the steps two to eight when the calculated height is smaller than the termination height to obtain the optimal climbing rate under the calculated height; and when the calculated height value is larger than or equal to the termination height value, outputting speeds, climbing rates and pitch angles corresponding to the optimal flat flight and the optimal climbing states at different heights.
By applying the configuration mode, by comprehensively considering factors such as pneumatic, power, energy sources and the like, an optimal climbing scheme and an optimal flat flight (cruising) scheme with highest efficiency and least energy consumption are automatically generated for two main energy consumption stages of climbing and flat flight (cruising) when the aircraft circularly flies at night, and policy support is conveniently provided for a binding flight scheme of a flight control system.
As a specific embodiment of the invention, a solar unmanned aerial vehicle with a high aspect ratio and a long-term endurance can be used as an aircraft, the mass of the unmanned aerial vehicle is 300kg, the initial altitude is set to be 0km by an initialization parameter in the first step, the ending altitude is set to be 20km, the altitude change amount is 2km, the initial climbing rate is 0m/s, the ending climbing rate is 3m/s, the climbing rate change amount is 0.5m/s, the initial pitch angle is-13 degrees, the ending pitch angle is 10 degrees, the pitch angle change amount is 0.1 degrees, and the calculated altitude is set to be 0km; step two, calling an atmosphere data parameter module 20, and sequentially reading corresponding atmosphere parameter data at the heights of 0km, 2km, 4km, 6km, 8km, 10km, 12km, 14km, 16km, 18km and 20 km; step three, setting the calculated climbing rate to be 0m/s, using Fluent, AVL, XFLR software as the pneumatic analysis module 30, calling the pneumatic analysis module 30 to acquire pole curve data, as shown in fig. 2, selecting the initial speed, the final speed and the speed variation under the current calculated height according to the pole curve data, setting the calculated speed as the initial speed, reading the relation between the unmanned plane speed and the resistance coefficient from the pole curve, and calculating the pulling force required to be provided by the propeller according to a formula Wherein T is the pulling force generated by the propeller, D is the aerodynamic resistance of the unmanned aerial vehicle, mg is the gravity of the unmanned aerial vehicle, and V h The climbing rate of the unmanned aerial vehicle is V, the flying speed of the unmanned aerial vehicle is V, and the climbing angle is beta. Step four, when the aircraft is in a flat flight state (the climbing rate is 0 m/s), acquiring a first optimal pitch angle corresponding to the calculated height and the calculated speed in the flat flight state; step five, when the aircraft is in a climbing state (the climbing rate is not 0 m/s), acquiring the corresponding calculated height, calculated speed and calculated climbing rate in the climbing stateA second optimal pitch angle. The method provides an optimal flight scheme generation strategy for the solar unmanned aerial vehicle at a high altitude and long endurance, and can enable the unmanned aerial vehicle to keep maximum efficiency climbing and minimum energy consumption flight aiming at two main energy consumption stages of climbing and flat flight (cruising) of the solar unmanned aerial vehicle in round-the-clock circulation flight, so that the energy consumption of the solar unmanned aerial vehicle is finely adjusted, an optimal climbing scheme and an optimal cruising scheme are generated, and strategic support is provided for a binding flight scheme of an flight control system.
After the step one is completed, a step two is entered, wherein the atmospheric parameters in the step two specifically comprise air density, sound velocity, gravitational acceleration and dynamic viscosity coefficient for the purpose of calculating the aerodynamic performance of the aircraft. By adopting the configuration mode, the air density, the sound velocity, the gravity acceleration and the dynamic viscosity coefficient in the atmospheric parameters with different heights are specifically described, so that the accuracy of pneumatic calculation is improved.
As a specific embodiment of the present invention, the atmospheric parameters include atmospheric density, temperature, pressure, sound velocity, gravitational acceleration and dynamic viscosity coefficients at different altitudes under standard atmospheric data, providing various atmospheric parameter data for optimal flight strategy control calculations.
After the step two is completed, a step three is entered, wherein in order to calculate the aircrafts with different models, the step three specifically comprises the steps of setting the calculated climbing rate as the initial climbing rate, reading the appearance parameters of the aircrafts, calling the pneumatic analysis module 30 to acquire polar curve data, selecting the initial speed, the ending speed and the speed variation according to the polar curve data, and setting the calculated speed as the initial speed.
By adopting the configuration mode, the aircraft appearance parameters are read, so that the aircraft flight scheme generating method is applicable to aircrafts of different types, the method can be used for further calculation according to the read aircraft appearance parameters, and the application range of the aircraft flight scheme generating method is widened.
As a specific embodiment of the present invention, the aerodynamic calculation related input profile parameters of the unmanned aerial vehicle can be used as the profile parameters of the aircraft, specifically including span length, chord length and wing profile.
After the step three is completed, a step four is entered, and in order to select a first optimal pitch angle in a flat flight state, the step four specifically includes: (4.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a flat flight state; (4.2) calculating the current calculated height, the current calculated speed and the performance parameters of the propeller under the current calculated pitch angle; (4.3) calculating the total energy consumption of the battery pack under the conditions of the current calculated height, the current calculated speed and the current calculated pitch angle; (4.4) calculating the calculated pitch angle and the change amount of the pitch angle to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (4.2) to (4.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the total energy consumption of the battery pack at the current calculated height, the current calculated climbing rate and the current speed; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the minimum battery pack total energy consumption as a first optimal pitch angle.
By adopting the configuration mode, the total energy consumption of the battery pack under the current calculated height, the current calculated speed and different calculated pitch angles is calculated, so that the pitch angle corresponding to the minimum total energy consumption of the battery pack under the current calculated height and the current calculated speed is the first optimal pitch angle, and the technical problem of high energy consumption of the aircraft in a flat flight state is solved.
As a specific embodiment of the present invention, the step four specifically includes: (4.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a flat flight state; (4.2) invoking the propeller performance analysis module 40, wherein the propeller performance analysis module 40 comprises input profile parameters related to propeller performance calculation, such as a propeller diameter, a section airfoil, a torsion angle and the like, the propeller performance analysis module 40 comprises QP software, and invoking the QP software to calculate propeller performance parameters such as a propeller rotating speed, a torque, a shaft power, efficiency and the like of the propeller at the current calculated height, the current calculated speed and the current calculated pitch angle. (4.3) invoking the electric propulsion system analysis module 50, as shown in fig. 4, wherein the motor model is a coaxial double-disc double-redundancy motor integrated with the variable-pitch motor, and the energy storage battery in the energy storage battery pack and the battery management system BMS system are also integrally designed, and the electric propulsion system analysis module 50Including propeller devices (including propellers and pitch-changing mechanisms), motor devices (including motors and pitch-changing motors), motor controllers, and energy storage battery packs (including energy storage batteries and battery management systems BMSs). Calculating the current of the motorWherein I is Motor For the current through the motor, Q is the torque produced by the propeller and Kv is the speed constant. Calculating heat loss P of an electric propulsion system Loss1 ＝I 2 (R M +R MC +R B ) Wherein R is M 、R MC And R is B Internal resistances of the motor device, the motor controller and the energy storage battery pack respectively, I is a current passing through them, and I Motor The values are equal. Energy consumption +.>Wherein RPM is motor speed, P LossFacor A motor spin loss factor is provided by the motor supplier. Calculating the power consumed by the whole electric propulsion system, namely the total energy consumption P of the battery pack Total ＝P Motor +P Loss1 +P Loss2 (wherein P Motor For motor shaft output power, equal in value to the propeller shaft power). (4.4) calling an optimal flight strategy control calculation module 60, calculating a calculated pitch angle and a pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (4.2) to (4.4) when the calculated pitch angle is smaller than a termination pitch angle to obtain the total energy consumption of the battery pack at the current calculated height, the current calculated climbing rate and the current speed; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the minimum battery pack total energy consumption as a first optimal pitch angle.
By adopting the method, the QPRP software is adopted as the propeller performance analysis module 40, the phyllin analysis method is adopted as a theoretical support, the superposition of the airplane flight speed and the slip flow speed behind the propeller disc is considered in the normal direction of the propeller disc, the superposition of the radial angular speed of the propeller blade and the downward washing airflow speed caused by the propeller is considered in the radial direction of the propeller disc, the self-induction effect among the propeller phyllins is considered, and the accuracy of the analysis result is improved. The method can conveniently and rapidly analyze the performance of the propeller under the condition of meeting certain engineering precision. When the propeller rotates, on one hand, tension force can be generated to overcome the resistance of the unmanned aerial vehicle, on the other hand, extra energy loss is generated due to the fact that surrounding air is driven to move, the energy consumption occupies a large part in the flight process of the solar unmanned aerial vehicle, and detailed analysis is conducted on the energy consumption to be favorable for improving the accuracy of energy consumption calculation in the flight process of the solar unmanned aerial vehicle. In addition, the electric propulsion system analysis module 50 may adjust the pitch angle of the propeller via a variable pitch motor controlled variable pitch mechanism, and control and adjustment of the motor operating conditions and parameters may be achieved via a motor controller. The BMS is connected with the energy storage battery, and can realize comprehensive management control of the energy storage battery and provide required electric energy for the motor controller and the motor device. During operation of the electric propulsion system, heat losses occur when current is passed due to the internal resistance. Meanwhile, when the motor shaft rotates, certain energy loss is caused by induced electromotive force and the like, so that the energy loss of the whole electric propulsion system is caused, and the energy loss of the whole electric propulsion system is calculated to accurately and comprehensively evaluate the energy consumption calculation in the flight process of the solar unmanned aerial vehicle. Furthermore, the dual redundancy motor adopts redundant motor design, and the two motors are mutually backed up, so that the safety of the aircraft in the flight process can be ensured.
After the step four is completed, a step five is entered, and in order to select a second optimal pitch angle in the climbing state, the step five specifically includes: (5.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a climb condition; (5.2) calculating the current calculated height, the current calculated speed, the current climbing rate and the performance parameters of the propeller under the current calculated pitch angle; (5.3) calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; (5.4) calculating the calculated pitch angle and the pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (5.2) to (5.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the maximum climbing efficiency as a second optimal pitch angle.
By applying the configuration mode, the climbing capability of the unmanned aerial vehicle is comprehensively and quantitatively evaluated by introducing the concept of climbing efficiency. Climbing efficiency is the ratio of the solar unmanned aerial vehicle climbing power to the overall electric propulsion system power (total battery pack energy consumption). The intrinsic characterization of the unmanned aerial vehicle is that the energy consumed by the electric propulsion system in unit time is converted into the percentage of the gravitational potential energy of the unmanned aerial vehicle, the aerodynamic characteristics of the unmanned aerial vehicle are contained, and the comprehensive performance index of the unmanned aerial vehicle can be quantized. Through coordination matching of propeller pitch angle and motor work in the electric propulsion system and effective combination of unmanned aerial vehicle climbing rate and pneumatic performance parameters, the unmanned aerial vehicle keeps maximum efficiency climbing and minimum energy consumption flying, so that the energy consumption of the solar unmanned aerial vehicle is finely adjusted, and an optimal climbing scheme and an optimal cruising scheme are generated.
Further, in order to quantify the climbing efficiency, step 5.3 specifically includes: calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle according to the climbing efficiency formula(wherein T is the pulling force generated by the propeller, D is the aerodynamic drag of the aircraft, V is the flight speed of the unmanned aerial vehicle, and P Total Total energy consumption for the battery pack). By using the configuration mode, the energy consumed by the electric propulsion system in unit time can be conveniently and effectively measured and converted into the percentage of gravitational potential energy of the unmanned aerial vehicle, and the performance of the unmanned aerial vehicle is quantified.
Further, to protect the electric propulsion system, the initializing parameters in the first step further includes: setting a current threshold of the motor and a power threshold of the battery pack, and when the motor current value calculated in the step (4.3) is larger than the current threshold or the battery pack power is larger than the power threshold, discarding the currently calculated pitch angle, and entering the step (4.4); when the current value calculated in the step (5.3) is greater than the current threshold value or the battery pack power is greater than the power threshold value, discarding the currently calculated pitch angle, and entering the step (5.4). By adopting the configuration mode, the damage to the electric propulsion system caused by the overlarge current of the motor and the overlarge output power of the battery pack can be prevented, and the service life of the unmanned aerial vehicle electric propulsion system is prolonged.
As an embodiment of the present invention, the maximum current allowed to pass continuously by the motor may be set to 540A, and the maximum power allowed to be continuously output by the energy storage battery pack is set to 20kW.
After the step six and the step seven are completed, a step eight is entered, and in order to conveniently generate an optimal climbing scheme of different heights and an optimal flat flight (cruising) scheme of different heights when the aircraft flies in a round-the-clock cycle, the step eight for outputting speeds, climbing rates and pitch angles corresponding to the optimal flat flight and optimal climbing states of different heights specifically comprises: outputting an optimal flat flight (cruising) scheme, wherein the optimal flat flight (cruising) scheme comprises a first optimal speed and a first optimal pitch angle corresponding to an optimal flat flight state at different heights; and outputting an optimal climbing scheme which comprises an optimal climbing rate, a second optimal speed and a second optimal pitch angle corresponding to the optimal flat flight state at different heights.
By adopting the configuration mode, the optimal climbing schemes of different heights and the optimal cruising schemes of different heights are output, so that the optimal flight scheme of the aircraft can be conveniently and intuitively displayed.
As a specific embodiment of the present invention, an optimal flat flight (cruise) scheme is output, which includes a flight speed (first optimal speed) corresponding to an optimal flat flight state at different heights, a motor rotation speed, a motor current, a propeller pitch variation (a variation of the first optimal pitch angle with respect to 0 °), a required lift coefficient, and a total energy consumption (battery pack total energy consumption). The output optimal climbing scheme comprises flight speeds (first optimal speed), second optimal climbing rates, motor rotating speeds, motor currents, propeller pitch variation (variation of the second optimal pitch angle relative to 0 degrees), required lift coefficients, optimal climbing efficiency and total energy consumption (battery pack total energy consumption) at different heights.
According to another aspect of the present invention, as shown in fig. 5, there is provided an aircraft optimal solution generating system employing the aircraft flight solution generating method as described above, the aircraft optimal solution generating system comprising: an initialization module 10, an atmosphere data parameter module 20, a pneumatic analysis module 30, a propeller performance analysis module 40, an electric propulsion system analysis module 50, an optimal flight strategy control calculation module 60 and an optimal flight scheme generation module 70. The initialization module 10 is used for setting the height, the climbing rate and the pitch angle required by the optimal flight scheme generation strategy; the atmosphere data parameter module 20 is used for providing atmosphere data information at different heights; the pneumatic analysis module 30 is used for providing pneumatic data of the aircrafts at different heights; the propeller performance analysis module 40 is used for calculating performance data of the propeller under different flight conditions in real time; the electric propulsion system analysis module 50 is used for calculating the energy consumption of the aircraft; the optimal flight strategy control calculation module 60 is used for the logic control of the whole flight scheme and the organization and calling of each module; the optimal flight scheme generation module 70 is used for outputting the optimal flight schemes at different heights.
By applying the configuration mode, the optimal flight strategy control calculation module 60 is used for carrying out logic control and each module organization and call on the whole flight scheme, and two quantized indexes of optimal climbing efficiency and minimum battery pack total energy consumption are used for carrying out optimizing evaluation, so that the aircraft flight scheme with comprehensive coverage and feasibility can be obtained.
According to a further aspect of the invention, there is provided an aircraft comprising an aircraft optimal solution generation system as described above. By adopting the configuration mode, the climbing performance and the flat flight (cruising) efficiency of the aircraft system are comprehensively and quantitatively estimated by introducing the concepts of the climbing efficiency and the minimum energy consumption, so that the aircraft can fly with the maximum efficiency and the minimum energy consumption.
In order to further understand the present invention, the method and system for generating an aircraft flight plan according to the present invention will be described in detail below with reference to fig. 1 to 8.
As shown in fig. 1 to 8, the method for generating the flight scheme of the aircraft of the invention is used for obtaining the flight scheme of the high-altitude long-endurance solar unmanned aerial vehicle with a large aspect ratio, and specifically comprises the following steps:
step one, an initialization module 10 is called to perform initialization parameter setting, the initial height is set to be 0km, the termination height is set to be 20km, the height variation is set to be 2km, the initial climbing rate is 0m/s, the termination climbing rate is 3m/s, the climbing rate variation is 0.5m/s, the initial pitch angle is-13 degrees, the termination pitch angle is 10 degrees, the pitch angle variation is 0.1 degrees, and the calculated height is set to be 0km.
And secondly, calling an atmosphere data parameter module 20, and sequentially reading corresponding atmosphere parameter data at the altitudes of 0km, 2km, 4km, 6km, 8km, 10km, 12km, 14km, 16km, 18km and 20km, wherein the atmosphere parameter data specifically comprises the atmospheric density, the temperature, the pressure, the sound velocity, the gravity acceleration and the dynamic viscosity coefficient.
Setting and calculating the climbing rate to be 0m/s, and reading the appearance parameters of the unmanned aerial vehicle, wherein the appearance parameters of the unmanned aerial vehicle comprise the length of the span, the chord length and the wing profile. The Fluent, AVL, XFLR software can be used as the pneumatic analysis module 30, the pneumatic analysis module 30 is invoked to acquire pole curve data, as shown in fig. 2, the initial speed, the final speed and the speed variation under the current calculated height are selected according to the pole curve data, the calculated speed is set as the initial speed, the relation between the speed and the resistance coefficient of the unmanned aerial vehicle is read from the pole curve, and the pulling force required by the propeller under the climbing state and the flat flight state is calculated according to a formulaWherein T is the pulling force generated by the propeller, D is the aerodynamic resistance of the unmanned aerial vehicle, mg is the gravity of the unmanned aerial vehicle, and V h The climbing rate of the unmanned aerial vehicle is V, the flying speed of the unmanned aerial vehicle is V, and the climbing angle is beta.
Step four, when the aircraft is in a flat flight state (the climbing rate is 0 m/s), acquiring a first optimal pitch angle corresponding to the calculated height and the calculated speed in the flat flight state, wherein the method specifically comprises the following steps of:
(4.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a flat flight state;
(4.2) invoking the propeller performance analysis module 40, wherein the propeller performance analysis module 40 comprises appearance parameters related to propeller performance calculation, such as a propeller diameter, a section airfoil, a torsion angle and the like, the propeller performance analysis module 40 comprises QPP software, and invoking the QPP software to calculate propeller performance parameters such as a propeller rotating speed, a torque, a shaft power, efficiency and the like of the propeller at the current calculated height, the current calculated speed and the current calculated pitch angle.
(4.3) invoking the electric propulsion system analysis module 50. As shown in fig. 4, the electric propulsion system analysis module 50 includes a propeller device (including a propeller and a pitch mechanism), a motor device (including a motor and a pitch motor), a motor controller, and an energy storage battery pack (including an energy storage battery and a battery management system BMS), wherein the motor model is a coaxial double-disc double-redundancy motor integrated with the pitch motor, and the energy storage battery and the battery management system BMS in the energy storage battery pack are integrally designed. Calculating the current of the motorWherein I is Motor For the current through the motor, Q is the torque produced by the propeller and Kv is the speed constant. Calculating heat loss P of an electric propulsion system Loss1 ＝I 2 (R M +R MC +R B ) Wherein R is M 、R MC And R is B Internal resistances of the motor device, the motor controller and the energy storage battery pack respectively, I is a current passing through them, and I Motor The values are equal. Energy consumption +.>Wherein RPM is motor speed, P LossFacor A motor spin loss factor is provided by the motor supplier. Calculating the power consumed by the whole electric propulsion system, namely the total energy consumption P of the battery pack Total ＝P Motor +P Loss1 +P Loss2 (wherein P Motor For motor shaft output power, equal in value to the propeller shaft power).
(4.4) calling an optimal flight strategy control calculation module 60, calculating a calculated pitch angle and a pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (4.2) to (4.4) when the calculated pitch angle is smaller than a termination pitch angle to obtain the total energy consumption of the battery pack at the current calculated height, the current calculated climbing rate and the current speed; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the minimum battery pack total energy consumption as a first optimal pitch angle.
Step five, when the aircraft is in a climbing state (the climbing rate is not 0 m/s), acquiring a second optimal pitch angle corresponding to the calculated height, the calculated speed and the calculated climbing rate in the climbing state, wherein the method specifically comprises the following steps of:
(5.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a climb condition;
(5.2) calculating the current calculated height, the current calculated speed, the current climbing rate and the performance parameters of the propeller under the current calculated pitch angle;
(5.3) invoking the optimal flight strategy control calculation module 60 to calculate the current calculated altitude, the current calculated speed, the current climbing rate, and the climbing efficiency at the current calculated pitch angle according to the climbing efficiency formula(wherein T is the pulling force generated by the propeller, D is the aerodynamic drag of the aircraft, V is the flight speed of the unmanned aerial vehicle, and P Total Total energy consumption for the battery pack).
(5.4) calling an optimal flight strategy control calculation module 60, calculating a calculated pitch angle and a pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (5.2) to (5.4) when the calculated pitch angle is smaller than a termination pitch angle to obtain the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; and when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the maximum climbing efficiency as a second optimal pitch angle.
Step six, invoking an optimal flight strategy control calculation module 60, calculating the calculated speed and the speed variation to obtain an updated speed, setting the calculated speed as the updated speed, and repeating the steps four to six when the calculated speed is smaller than the termination speed, and obtaining the first optimal pitch angle of the current calculated height and the current calculated speed and the corresponding total energy consumption (power output by the battery pack) of the battery pack in a flat flight state; acquiring a current calculated height, a current calculated speed, a second optimal pitch angle under a current calculated climbing rate and corresponding climbing efficiency in a climbing state; when the calculated speed is greater than or equal to the termination speed and the aircraft is in a flat flight state, acquiring a first optimal speed, setting the calculated speed as an initial speed, and turning to a step seven; when the calculated speed is greater than or equal to the ending speed and the aircraft is in a climbing state, acquiring a second optimal speed, setting the calculated speed as an initial speed, and turning to the step seven;
Step seven, calling an optimal flight strategy control calculation module 60, calculating the calculated climbing rate and the climbing rate variation to obtain an updated climbing rate, setting the calculated climbing rate as the updated climbing rate, and repeating the steps five to seven when the calculated climbing rate is smaller than the termination climbing rate to obtain a second optimal speed at the current calculated height and the current calculated climbing rate; when the calculated climbing rate is greater than or equal to the termination climbing rate, acquiring the optimal climbing rate, and turning to the step eight; in this embodiment, an optimal climbing efficiency curve, a motor rotation speed curve and a propeller pitch angle change curve of the high altitude long-endurance solar unmanned aerial vehicle at an altitude of 10km are shown in fig. 6 to 8, wherein a curve marked as "Best" represents various parameter values corresponding to the maximum climbing efficiency at different climbing rates, and as shown in the figure, when climbing is performed at a certain altitude, an optimal climbing efficiency exists at each climbing rate, and the optimal climbing efficiency corresponds to the mutually matched unmanned aerial vehicle flight speed, motor rotation speed and propeller pitch angle value.
Step eight, calling an optimal flight strategy control calculation module 60, calculating the calculated height and the height value variation to obtain an updated height, setting the calculated height as the updated height, and repeating the steps two to eight when the calculated height is smaller than the termination height to obtain the optimal climbing rate under the calculated height; when the calculated height value is greater than or equal to the ending height value, outputting an optimal flat flight (cruising) scheme, wherein the optimal flat flight (cruising) scheme comprises a flight speed (first optimal speed) corresponding to an optimal flat flight state at different heights, a motor rotating speed, a motor current, a propeller pitch variation (variation of the first optimal pitch angle relative to 0 degree), a required lift coefficient and total energy consumption (battery pack total energy consumption). The output optimal climbing scheme comprises flight speeds (first optimal speed), second optimal climbing rate, motor rotating speed, motor current, propeller pitch variation (variation of second optimal pitch angle relative to 0 °), required lift coefficient, optimal climbing efficiency and total energy consumption (battery pack total energy consumption) at different heights, and is shown in tables 1 and 2.
TABLE 1 optimal climbing scheme in high altitude long endurance solar unmanned aerial vehicle embodiment
Table 2 optimal cruising scheme in high altitude long endurance solar unmanned aerial vehicle embodiment
The following describes an aircraft optimal solution generating system and an aircraft in detail:
the aircraft optimal solution generating system adopts the aircraft flight solution generating method, and comprises the following steps: an initialization module 10, an atmosphere data parameter module 20, a pneumatic analysis module 30, a propeller performance analysis module 40, an electric propulsion system analysis module 50, an optimal flight strategy control calculation module 60 and an optimal flight scheme generation module 70.
The initialization module 10 is configured to set default parameters before executing the optimal flight scheme generation strategy, including a height, a climbing rate, and a pitch angle required in the optimal flight scheme generation strategy.
The air data parameter module 20 is used for providing air data information at different heights.
The pneumatic analysis module 30 is configured to provide pneumatic data of the aircraft at different altitudes, including pneumatic parameters such as flight speed, lift coefficient, drag coefficient, etc. corresponding to different altitudes when the unmanned aerial vehicle is in a flat flight state, and provide necessary inputs for the propeller performance analysis module 40.
The propeller performance analysis module 40 is used for calculating performance data of the propeller under different flight conditions in real time.
The electric propulsion system analysis module 50 is used to calculate the aircraft energy consumption.
The optimal flight strategy control calculation module 60 is used for the logic control of the entire flight scheme and the organization and calling of the modules. The climbing capability of the unmanned aerial vehicle is comprehensively and quantitatively evaluated by introducing the concept of climbing efficiency. In the cruising stage, as the climbing rate is zero and the climbing efficiency is constant zero, the energy consumption of the whole electric propulsion system is kept at the minimum state by matching and adjusting the flight speed of the unmanned aerial vehicle, the pitch angle of the propeller and the rotating speed of the motor.
The optimal flight scheme generating module 70 is used for outputting the optimal flight scheme under different heights, is a scheme output module after the optimal flight strategy control calculating module 60 is operated, and comprises information such as climbing rate, motor rotating speed, motor current, propeller pitch angle change value, required lift coefficient, total energy consumption power and the like corresponding to the optimal climbing and optimal flat flight (cruising) states under different heights, and directly provides necessary data for the flight control system binding flight scheme.
In summary, the initialization module 10, the air data parameter module 20 and the pneumatic analysis module 30 provide necessary input data and parameters for the optimal flight strategy control calculation module 60, the optimal flight strategy control calculation module 60 invokes the electric propulsion system analysis module 50 to calculate the related energy consumption of the electric propulsion system after comprehensive processing, invokes the propeller performance analysis module 40 to calculate the propeller performance, and then feeds back the obtained calculation result to the optimal flight strategy control calculation module 60 to process again and judge whether the calculation is finished, if the calculation is judged not to be finished, the initialization module 10, the air data parameter module 20 and the pneumatic analysis module 30 are invoked again to start the next round of calculation, otherwise, the optimal flight scheme generation module 70 is invoked to output the optimal climbing scheme and the optimal cruising scheme.
Compared with the prior art, the aircraft flight scheme generating method, the aircraft flight scheme generating system and the aircraft with the same can carry out comprehensive analysis and processing on air power, energy sources and the like under the control calculation algorithm scheduling, so that the flight speed, the climbing rate, the propeller pitch angle and the motor rotating speed of the aircraft are matched with each other in a coordinated mode with optimal efficiency, the climbing with optimal climbing efficiency is achieved in the climbing stage, the gravitational potential energy of the aircraft can be furthest improved under the same energy consumption condition, the flight speed, the propeller pitch angle and the motor rotating speed of the aircraft can be adjusted in a matched mode in the cruising stage, the energy consumption of the whole electric propulsion system can be kept at the lowest state, the aircraft can fly with the lowest energy consumption, the optimal climbing and optimal cruising scheme from low altitude can be generated, the energy sources are finely adjusted, the circadian cycle balance flight is maintained, the method is comprehensive and feasible, the frame flow is simple, the method is easy to realize and is close to engineering application, and policy support is provided for the effective flight scheme of the aircraft.
In the description of the present invention, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present invention; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present invention.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. An aircraft flight plan generation method, characterized in that the aircraft flight plan generation method comprises:
step one, an initialization module (10) is called to set initialization parameters, wherein the initialization parameters comprise an initial height, a termination height, a height variation, an initial climbing rate, a termination climbing rate, a climbing rate variation, an initial pitch angle, a termination pitch angle and a pitch angle variation, and the calculated height is set as the initial height;
step two, calling an atmosphere data parameter module (20) to read corresponding atmosphere parameter data;
setting the calculated climbing rate as an initial climbing rate, calling a pneumatic analysis module (30) to acquire pole curve data, selecting an initial speed, a termination speed and a speed variation under the current calculated height according to the pole curve data, and setting the calculated speed as the initial speed;
Step four, when the aircraft is in a flat flight state, acquiring a first optimal pitch angle corresponding to the calculated height and the calculated speed in the flat flight state;
the fourth step specifically comprises:
(4.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a flat flight state;
(4.2) calculating the current calculated height, the current calculated speed and the performance parameters of the propeller under the current calculated pitch angle;
(4.3) calculating the total energy consumption of the battery pack under the conditions of the current calculated height, the current calculated speed and the current calculated pitch angle;
(4.4) calculating the calculated pitch angle and the change amount of the pitch angle to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (4.2) to (4.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the total energy consumption of the battery pack at the current calculated height, the current calculated climbing rate and the current speed; when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the total energy consumption of the minimum battery pack as a first optimal pitch angle;
step five, when the aircraft is in a climbing state, acquiring a second optimal pitch angle corresponding to the calculated height, the calculated speed and the calculated climbing rate in the climbing state;
The fifth step specifically comprises the following steps:
(5.1) setting the calculated pitch angle to the initial pitch angle when the aircraft is in a climb condition;
(5.2) calculating the current calculated height, the current calculated speed, the current climbing rate and the performance parameters of the propeller under the current calculated pitch angle;
(5.3) calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle;
(5.4) calculating the calculated pitch angle and the pitch angle variation to obtain an updated pitch angle, setting the calculated pitch angle as the updated pitch angle, and repeating the steps (5.2) to (5.4) when the calculated pitch angle is smaller than the termination pitch angle to obtain the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle; when the calculated pitch angle is larger than or equal to the termination pitch angle, obtaining the pitch angle corresponding to the maximum climbing efficiency as a second optimal pitch angle;
step six, calculating the calculated speed and the speed variation to obtain an updated speed, setting the calculated speed as the updated speed, and repeating the steps four to six when the calculated speed is smaller than the termination speed, and obtaining the current calculated height, the first optimal pitch angle of the current calculated speed and the corresponding total energy consumption of the battery pack in a flat flight state; acquiring a current calculated height, a current calculated speed, a second optimal pitch angle under a current calculated climbing rate and corresponding climbing efficiency in a climbing state; when the calculated speed is greater than or equal to the termination speed and the aircraft is in a flat flight state, acquiring a first optimal speed, setting the calculated speed as an initial speed, and turning to a step seven; when the calculated speed is greater than or equal to the ending speed and the aircraft is in a climbing state, acquiring a second optimal speed, setting the calculated speed as an initial speed, and turning to the step seven;
Step seven, calculating the calculated climbing rate and the climbing rate variation to obtain an updated climbing rate, setting the calculated climbing rate as the updated climbing rate, and repeating the steps five to seven when the calculated climbing rate is smaller than the termination climbing rate to obtain the second optimal speed at the current calculated height and the current calculated climbing rate; when the calculated climbing rate is greater than or equal to the termination climbing rate, acquiring the optimal climbing rate, and turning to the step eight;
step eight, calculating the calculated height and the height value variation to obtain an updated height, setting the calculated height as the updated height, and repeating the steps two to eight when the calculated height is smaller than the termination height to obtain the optimal climbing rate under the calculated height; and when the calculated height value is larger than or equal to the termination height value, outputting speeds, climbing rates and pitch angles corresponding to the optimal flat flight and the optimal climbing states at different heights.
2. The method of generating an aircraft flight plan according to claim 1, wherein said step (5.3) comprises:
calculating the current calculated height, the current calculated speed, the current climbing rate and the climbing efficiency under the current calculated pitch angle according to the climbing efficiency formulaT is the pulling force generated by the propeller, D is the aerodynamic drag of the aircraft, V is the flight speed of the aircraft, and P Total And (5) the total energy consumption of the battery pack.
3. The method of generating an aircraft flight plan of claim 1, wherein the initializing parameters in step one further comprises:
setting a current threshold of the motor and a power threshold of the battery pack, and when the motor current value calculated in the step (4.3) is larger than the current threshold or the battery pack power is larger than the power threshold, discarding the currently calculated pitch angle, and entering the step (4.4); when the current value calculated in the step (5.3) is greater than the current threshold value or the battery pack power is greater than the power threshold value, discarding the currently calculated pitch angle, and entering the step (5.4).
4. The method for generating an aircraft flight plan according to claim 1, wherein the third step specifically comprises:
setting the calculated climbing rate as the initial climbing rate, reading the appearance parameters of the aircraft, calling a pneumatic analysis module (30) to acquire pole curve data, selecting the initial speed, the ending speed and the speed variation according to the pole curve data, and setting the initial speed as the calculated speed.
5. The method for generating the flight plan of the aircraft according to claim 1, wherein outputting the speeds, the climb rates and the pitch angles corresponding to the optimal flat flight and the optimal climb states at different heights in the eighth step specifically comprises:
Outputting an optimal flat flight scheme, wherein the optimal flat flight scheme comprises a first optimal speed and a first optimal pitch angle corresponding to the optimal flat flight state at different heights;
and outputting an optimal climbing scheme which comprises an optimal climbing rate, a second optimal speed and a second optimal pitch angle corresponding to the optimal climbing states at different heights.
6. The method of claim 1, wherein in the second step, the atmospheric parameters include air density, sound velocity, gravitational acceleration, and dynamic viscosity coefficient.
7. An aircraft optimal solution generation system, characterized in that the aircraft optimal solution generation system adopts the aircraft flight solution generation method according to any one of claims 1 to 5, characterized in that the aircraft optimal solution generation system comprises:
the initialization module (10), the initialization module (10) is used for setting the altitude, climbing rate and pitch angle required in the optimal flight scheme generation strategy;
the atmosphere data parameter module (20), the atmosphere data parameter module (20) is used for providing the atmosphere data information under different heights;
the pneumatic analysis module (30), the pneumatic analysis module (30) is used for providing the aircraft pneumatic data of different heights;
The propeller performance analysis module (40) is used for calculating performance data of the propeller under different flight working conditions in real time;
the system comprises an electric propulsion system analysis module (50), wherein the electric propulsion system analysis module (50) is used for calculating the energy consumption of the aircraft;
the optimal flight strategy control calculation module (60), the optimal flight strategy control calculation module (60) is used for the logic control of the whole flight scheme and the organization and the calling of each module;
the optimal flight scheme generation module (70), the optimal flight scheme generation module (70) is used for outputting the optimal flight schemes under different heights.
8. An aircraft characterized in that it comprises an aircraft optimal solution generation system as claimed in claim 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811199744.5A CN111061281B (en) | 2018-10-16 | 2018-10-16 | Aircraft flight scheme generation method and generation system and aircraft with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811199744.5A CN111061281B (en) | 2018-10-16 | 2018-10-16 | Aircraft flight scheme generation method and generation system and aircraft with same |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111061281A CN111061281A (en) | 2020-04-24 |
| CN111061281B true CN111061281B (en) | 2023-08-15 |
Family
ID=70296616
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811199744.5A Active CN111061281B (en) | 2018-10-16 | 2018-10-16 | Aircraft flight scheme generation method and generation system and aircraft with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111061281B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113110558B (en) * | 2021-05-12 | 2022-04-08 | 南京航空航天大学 | Hybrid propulsion unmanned aerial vehicle demand power prediction method |
| CN114013667B (en) * | 2021-10-22 | 2022-12-13 | 西安羚控电子科技有限公司 | Climbing control system of fixed-wing unmanned aerial vehicle |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4159088A (en) * | 1977-01-03 | 1979-06-26 | The Boeing Company | System for reducing aircraft fuel consumption |
| CN105093130A (en) * | 2015-09-17 | 2015-11-25 | 杨珊珊 | Unmanned aerial vehicle cruising capacity monitoring system and method |
| CN105279290A (en) * | 2014-06-13 | 2016-01-27 | 陕西飞机工业（集团）有限公司 | Four-engine propeller airplane endurance performance calculating method |
| CN105398578A (en) * | 2015-11-12 | 2016-03-16 | 中国人民解放军国防科学技术大学 | Solar aircraft safety control method based on longitudinal flight path |
| CN105468009A (en) * | 2015-12-25 | 2016-04-06 | 西北工业大学 | System and method for multi-power integrated flight control applied in micro air vehicle |
| CN205229808U (en) * | 2015-12-25 | 2016-05-11 | 西北工业大学 | Integration of many power flies accuse system for little small aircraft |
| CN106020228A (en) * | 2015-03-31 | 2016-10-12 | 波音公司 | System and method for calculating fuel consumption differential corresponding to aircraft trajectory revision |
| CN106809382A (en) * | 2017-01-20 | 2017-06-09 | 亿航智能设备（广州）有限公司 | A kind of aircraft and its control method |
| CN107272721A (en) * | 2017-07-11 | 2017-10-20 | 北京昶远科技有限公司 | A kind of solar energy unmanned aerial vehicle flight path planing method flown based on day-night cycle |
| CN107781107A (en) * | 2016-08-31 | 2018-03-09 | 新疆金风科技股份有限公司 | The optimal propeller pitch angle adaptive-optimum control method, apparatus of Wind turbines and equipment |
| CN107797568A (en) * | 2016-09-02 | 2018-03-13 | 波音公司 | The optimal cruise that fuel consumption is reduced using vertically and laterally navigation is climbed tracking |
| CN107985626A (en) * | 2017-10-27 | 2018-05-04 | 南京航空航天大学 | A kind of aerodynamic arrangement's design method based on variable configuration re-entry space vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2371354C2 (en) * | 2007-12-28 | 2009-10-27 | Зубков Сергей Геннадьевич | Method to control flight in expanded range of speeds with controlled thrust-vector rotors |
-
2018
- 2018-10-16 CN CN201811199744.5A patent/CN111061281B/en active Active
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4159088A (en) * | 1977-01-03 | 1979-06-26 | The Boeing Company | System for reducing aircraft fuel consumption |
| CN105279290A (en) * | 2014-06-13 | 2016-01-27 | 陕西飞机工业（集团）有限公司 | Four-engine propeller airplane endurance performance calculating method |
| CN106020228A (en) * | 2015-03-31 | 2016-10-12 | 波音公司 | System and method for calculating fuel consumption differential corresponding to aircraft trajectory revision |
| CN105093130A (en) * | 2015-09-17 | 2015-11-25 | 杨珊珊 | Unmanned aerial vehicle cruising capacity monitoring system and method |
| CN105398578A (en) * | 2015-11-12 | 2016-03-16 | 中国人民解放军国防科学技术大学 | Solar aircraft safety control method based on longitudinal flight path |
| CN105468009A (en) * | 2015-12-25 | 2016-04-06 | 西北工业大学 | System and method for multi-power integrated flight control applied in micro air vehicle |
| CN205229808U (en) * | 2015-12-25 | 2016-05-11 | 西北工业大学 | Integration of many power flies accuse system for little small aircraft |
| CN107781107A (en) * | 2016-08-31 | 2018-03-09 | 新疆金风科技股份有限公司 | The optimal propeller pitch angle adaptive-optimum control method, apparatus of Wind turbines and equipment |
| CN107797568A (en) * | 2016-09-02 | 2018-03-13 | 波音公司 | The optimal cruise that fuel consumption is reduced using vertically and laterally navigation is climbed tracking |
| CN106809382A (en) * | 2017-01-20 | 2017-06-09 | 亿航智能设备（广州）有限公司 | A kind of aircraft and its control method |
| CN107272721A (en) * | 2017-07-11 | 2017-10-20 | 北京昶远科技有限公司 | A kind of solar energy unmanned aerial vehicle flight path planing method flown based on day-night cycle |
| CN107985626A (en) * | 2017-10-27 | 2018-05-04 | 南京航空航天大学 | A kind of aerodynamic arrangement's design method based on variable configuration re-entry space vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 变距旋翼无人机前飞气动性能分析与研究;刘诗鸾;王云;张高望;;科学技术与工程(第31期);第113-118页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111061281A (en) | 2020-04-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Silva et al. | VTOL urban air mobility concept vehicles for technology development | |
| Gnadt et al. | Technical and environmental assessment of all-electric 180-passenger commercial aircraft | |
| Bershadsky et al. | Electric multirotor UAV propulsion system sizing for performance prediction and design optimization | |
| EP3299295B1 (en) | Vertical take-off and landing aircraft using hybrid electric propulsion system | |
| WO2021118925A1 (en) | In-flight stabilization of an aircraft | |
| CN111061281B (en) | Aircraft flight scheme generation method and generation system and aircraft with same | |
| US20220291683A1 (en) | Computer-implemented methods for controlling the operation of electric and hybrid electric aircraft | |
| US20220292987A1 (en) | Computer-implemented methods for controlling the operation of electric and hybrid electric aircraft | |
| US20220292991A1 (en) | Computer-implemented methods for controlling the operation of electric and hybrid electric aircraft | |
| Chakraborty et al. | Sizing and Analysis of a Tilt-Wing Aircraft with All-Electric and Hybrid-Electric Propulsion Systems | |
| Cinar et al. | Sizing and optimization of novel general aviation vehicles and propulsion system architectures | |
| Chakraborty et al. | Sizing of Tilt-Wing Aircraft with All-Electric and Hybrid-Electric Propulsion | |
| CN115258149A (en) | Aircraft with multi-fan propulsion system for controlling flight orientation transitions | |
| Hovenburg et al. | Mission performance trade-offs of battery-powered suas | |
| CN105035328A (en) | Hybrid-power flight vehicle | |
| CN116909306A (en) | Hydrogen energy unmanned aerial vehicle control system and method based on model prediction algorithm | |
| Chakraborty et al. | Sizing and Analysis of a Lift-Plus-Cruise VTOL Aircraft with Electrified Propulsion Systems | |
| Pobikrowska et al. | Wind tunnel tests of hovering propellers in the transition state of Quad-Plane | |
| Reddinger | Performance and controls of a scalable quadrotor biplane tailsitter | |
| Saedan et al. | Characterization of motor and propeller sets for a small radio controlled aircraft | |
| CN116625379B (en) | Unmanned aerial vehicle, return electric quantity adjusting method and device thereof and flight controller | |
| Critchfield et al. | Low-fidelity design optimization and parameter sensitivity analysis of tilt-rotor eVTOL electric propulsion systems | |
| CN116976012B (en) | Performance analysis method for electric aircraft and storage medium | |
| Berzi et al. | Development of a simulation platform for hybrid unmanned aerial vehicles with VTOL capabilities | |
| Love | Design of a Compact Vertical Take-Off and Landing Personal Air Vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |