CN116931434A - Matching control parameter modeling method for unmanned aerial vehicle, engine and propeller - Google Patents
Matching control parameter modeling method for unmanned aerial vehicle, engine and propeller Download PDFInfo
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Abstract
The application provides a matching control parameter modeling method for unmanned aerial vehicles, engines and propellers, which comprises the following steps: step 1, calculating the performance of a propeller, and step 2, calculating the high-altitude power characteristic of an engine; step 3, calculating the additional shaft work requirement extracted from the engine by the aircraft equipment; step 4, simulating to obtain the thrust requirement of the unmanned aerial vehicle at each flying height and at a flat flying speed; step 5, establishing a matching control parameter model of the unmanned aerial vehicle, the engine and the propeller; step 6, correcting the calculated thrust value of the airframe, the performance data of the propeller, the ground of the engine and the high-altitude power; according to the application, the engine provided with the propeller is placed in the wind tunnel test bed to obtain all-condition performance data of the engines with different wind speeds. The relation among the engine speed, the engine thrust, the engine power and the engine oil consumption under the real propeller engine flying speed condition can be obtained.
Description
Technical Field
The application belongs to the technical field of engines for unmanned aerial vehicles, and particularly relates to a matching control parameter modeling method for unmanned aerial vehicles, engines and propellers.
Background
According to the use characteristics of the current intelligent bee colony long-endurance unmanned aerial vehicle, the 10-20 h flight patrol task is required to be completed, and the unmanned aerial vehicle is required to be provided with an aviation piston engine with higher power weight in consideration of the short power duration of the current motor. The intelligent bee colony requires autonomous formation in the air, so that the control parameter model of the small aviation piston engine is more and more strictly required. The intelligent swarm long-endurance unmanned aerial vehicle uses a speed closed-loop or engine rotating speed closed-loop control strategy, and the unmanned aerial vehicle adjusts the flight attitude at all times according to an engine control parameter model. At present, the research on the thrust characteristic of the propeller along with the change of the rotating speed of the propeller is quite sufficient, but the research on a control parameter model of the propeller matched with an engine in air flight is insufficient.
At present, a patent CN104573226A 'a propeller thrust modeling method of an underwater vehicle' establishes a mathematical relationship among a propeller thrust, a propeller rotating speed, a ship body sailing speed and a ocean current speed; patent CN108363854B 'a method and a device for estimating a small electric propeller thrust model' provides a method and a device for estimating a small electric propeller thrust model, which solve the problem of insufficient model estimation precision in the existing small electric propeller thrust model.
The method relates to a complete control parameter model of an unmanned aerial vehicle, the research is less, the ground characteristics of the existing propeller engine can be obtained through an engine performance test bench, the existing test research for the propeller wind tunnel is more sufficient, and the single test of the propeller wind tunnel is used for verifying the thrust performance of the propeller. The unmanned aerial vehicle with the propeller engine has less engine data research on the flight condition, generally obtains air data through a flight test, has higher cost, and particularly needs repeated verification and iteration for the unmanned aerial vehicle without a recovery device.
Disclosure of Invention
The application aims to: the application aims to solve the technical problem of providing a matching control parameter modeling method for unmanned aerial vehicles, engines and propellers aiming at the defects of the prior art. Based on the performance data of engine ground speed-power-oil consumption and the data of propeller ground speed-thrust, the application provides a method for acquiring the relation among engine speed, engine thrust, engine power and engine oil consumption under the flying speed condition by placing an engine-mounted propeller in a wind tunnel test bed.
The method comprises the following steps:
step 1, calculating the performance of a propeller according to overall flight envelope data;
step 2, calculating the high-altitude power characteristic of the engine according to the ground dynamometer and the high-altitude power correction coefficient;
step 3, according to the overall starting integrated motor conversion efficiency P 3 And the electricity consumption requirement P of the platform under certain flying speed, flying height and flying task 2 (electricity demand is provided by the aircraft population), and additional shaft work demand P extracted from engines by aircraft equipment is calculated 1 ；
Step 4, simulating to obtain the thrust requirement of the unmanned aerial vehicle at each flying height and at a flat flying speed by using three-dimensional calculation software;
step 5, establishing a matching control parameter model of the unmanned aerial vehicle, the engine and the propeller: starting from the flight working condition of the aircraft, obtaining the thrust requirement of the aircraft under a certain flight speed and a certain flight height according to the step 4; combining the performance of the propeller in the step 1, and obtaining the rotating speed of the propeller and the shaft power of the propeller according to the thrust and the flying speed; adding the additional shaft power requirement obtained in the step 3 with the propeller power obtained in the step 1 to obtain the shaft power required to be output by the engine; according to the rotating speed of the propeller and the reduction ratio thereof, the rotating speed data of the engine can be obtained; and according to the power and the rotating speed requirements of the engine, the engine test data and the altitude correction data are checked, and the data such as the throttle opening, the oil consumption and the like of the engine can be obtained.
The relation between the opening of the engine accelerator and the flight speed and the flight height of the aircraft is established from the actual use working condition of the aircraft, the relation between the opening of the engine accelerator and the incoming flow, the rotating speed and the output thrust of the propeller are established, and the relation between each flight working condition of the aircraft and the fuel consumption rate of the engine is also established;
step 6, correcting the calculated value of the airframe thrust in the step 4 in a mode of airframe wind tunnel test; correcting the performance data of the propeller in the step 1 by a propeller blowing test mode; correcting the ground and high-altitude power of the engine in the step 2 in a mode of an engine high-altitude bench test;
the correction method corrects 3 points of the performance of the propeller, the engine and the airplane respectively, can comprehensively perfect the matched control parameter model of the human aircraft, the engine and the propeller, corrects 1 point or 2 points independently, and can also improve the accuracy of the model.
Step 1 comprises the following steps:
step 1.1, based on a propeller engineering calculation method, adopting a phyllin theory, namely, in order to obtain the tension, rotation moment and power of a propeller, the tension, rotation moment and power of each micro wing section in the motion process of the propeller are integrated:
wherein d represents a differential sign, T represents a propeller thrust, M represents a propeller torque, P represents a propeller power, N B The number of blades is represented, R represents the radius of a propeller, R represents the station radius of a blade, F x The stress of the station position of the blade is represented, and n represents the rotating speed;
during specific operation, intercepting an airfoil at 0.7R of a blade, calculating lift resistance data of the airfoil by using CFX simulation software, splitting the blade into 5-7 sections along a station, and calculating the performance of the propeller by adopting an integral method according to attack angle and chord length data of the airfoil at 5-7;
step 1.2: according to the flight height H, the speed V and the rotating speed n_pro of the propeller, a data table corresponding to the thrust T_pro, the power N_pro and the efficiency eta in the flight of the propeller is obtained, [ T_pro, N_pro, eta ] =f_pro (H, V, n_pro), wherein f_pro represents a phyllin theory calculation method.
Step 2 comprises the following steps:
step 2.1: actually measuring the power and oil consumption characteristics of an engine by using a dynamometer to obtain the universal characteristic curve relationship between the power N_eng and the oil consumption Bsfc and the Throttle opening Throttle and the engine speed n_eng under the standard condition of the engine, [ N_eng, bsfc ] = f_eng (Throttle, n_eng); wherein f_eng represents the corresponding relation among the throttle opening, the engine speed, the power and the oil consumption obtained through the test;
step 2.2: according to the calibration formulaCorrecting the engine high-altitude power, wherein N_eng_H represents the power of the engine at the altitude H, and P H 、P 0 The barometric pressure representing the altitude H and the barometric pressure representing the altitude of the ground, T H 、T 0 The atmospheric temperature representing the altitude H and the atmospheric temperature of the ground altitude, respectively.
In step 3, the additional shaft work demand P extracted from the engine by the aircraft equipment is calculated using the formula 1 ：
P 1 ＝P 2 /P 3
Wherein P is 2 Representing the electricity demand of a platform, P 3 Indicating the power generation efficiency of the generator.
Step 5 comprises the following steps:
step 5.1: confirming the rotating speed of the propeller: according to the thrust requirement T_airshift, reversely pushing the rotating speed n_pro of the propeller under the thrust requirement T_airshift;
step 5.2: confirming the axle work requirement of an engine: according to the working condition of the propeller, obtaining the shaft work N_pro required by the propeller, and according to the overall starting integrated motor conversion efficiency and the power consumption requirement of the platform under a certain flight speed, flight height and flight task, calculating the additional shaft work requirement P extracted from the engine by the aircraft equipment 1 Obtaining the axle work N_eng required to be provided by the engine:
N_eng＝N_pro+P 1 ；
step 5.3: confirming the engine rotation speed: engine speed n_eng=n_pro/X 1 ，X 1 Representing the reduction ratio;
step 5.4: confirming the opening degree of a throttle valve of an engine: and (3) according to the requirements of the engine speed n_eng and the engine shaft work N_eng, checking the high-altitude universal characteristic table of the engine obtained in the step (2.1) and the step (2.2), and obtaining the Throttle opening of the engine.
And (3) establishing a matched control parameter model of the unmanned aerial vehicle, the engine and the propeller through the steps 1-5, and simultaneously obtaining thrust, propulsion efficiency and engine oil consumption data of the unmanned aerial vehicle.
Step 6 comprises the following steps:
step 6.1: correcting a thrust calculation model: placing the unmanned aerial vehicle in a wind tunnel test bed through a wind tunnel test, obtaining thrust of the unmanned aerial vehicle under the working condition of a propeller engine at each flight speed, obtaining actual flight resistance of the unmanned aerial vehicle under the static condition of the propeller engine at each flight speed, and obtaining a test data calibration calculation model through subtracting the thrust of the unmanned aerial vehicle under the working condition of the propeller engine from the static condition of the propeller engine;
step 6.2: correcting the performance of the propeller: measuring propeller thrust and power data through a wind tunnel test, calibrating and correcting a propeller phyllotoxin theoretical calculation model, and proportionally correcting data such as thrust, power and the like under other working conditions according to the difference between the wind tunnel data and the simulation data;
step 6.3: correcting the high-altitude power characteristic of the engine: testing engine power and oil consumption data on a dynamometer bench through a low-pressure bin test, and calibrating the calibration formula used in the step 2.2 according to the measured high-altitude engine power and the calculated engine high-altitude power;
step 6.4: and (3) according to all or part of calibration in the steps 6.1-6.3, recalculating the steps 1-5 to obtain a more accurate control parameter model, and forming a model calibration closed loop.
The application also provides a storage medium which stores a computer program or instructions, and when the computer program or instructions are run, the matching control parameter modeling method of the unmanned aerial vehicle, the engine and the propeller is realized.
According to the application, simulation software is adopted, and through wind tunnel test and engine low-pressure cabin test check, mathematical relations are established among flight speed, flight altitude, engine rotation speed, engine thrust, engine power and engine oil consumption, so that an accurate control parameter model can be provided for the intelligent bee colony long-endurance unmanned aerial vehicle.
Advantageous effects
1. According to the application, the engine provided with the propeller is placed in the wind tunnel test bed to obtain all-condition performance data of the engines with different wind speeds. The relation among the engine speed, the engine thrust, the engine power and the engine oil consumption under the real propeller engine flying speed condition can be obtained.
2. The application completely describes a propeller engine control parameter model for an unmanned aerial vehicle, which comprises a pneumatic calculation model, a propeller performance calculation model and a complete control parameter model obtained by coupling calculation of an engine high-altitude performance calculation model. The verification cost of the unmanned aerial vehicle on the engine control model can be reduced, and the design iteration times are reduced.
Drawings
The foregoing and/or other advantages of the application will become more apparent from the following detailed description of the application when taken in conjunction with the accompanying drawings and detailed description.
FIG. 1 is a wind tunnel test diagram of an unmanned aerial vehicle propeller engine.
FIG. 2 is a block diagram of an unmanned aerial vehicle propeller engine control parameter model.
FIG. 3 is a graph of lift and drag data.
Fig. 4 is a schematic diagram of a general characteristic curve relationship.
Fig. 5 is a schematic diagram of the correction parameters for engine power.
Fig. 6 is a schematic diagram of thrust, propulsion efficiency, and engine fuel consumption data for an unmanned aerial vehicle.
Detailed Description
The application provides a matching control parameter modeling method of an unmanned aerial vehicle, an engine and a propeller, which comprises the following steps:
step 1, calculating the performance of a propeller according to overall flight envelope data;
step 2, calculating the high-altitude power characteristic of the engine according to the ground dynamometer and the high-altitude power correction coefficient;
step 3, according to the overall starting integrated motor conversion efficiency P 3 And the electricity consumption requirement P of the platform under certain flying speed, flying height and flying task 2 (electricity demand is provided by the aircraft population), and additional shaft work demand P extracted from engines by aircraft equipment is calculated 1 ；
Step 4, simulating to obtain the thrust requirement of the unmanned aerial vehicle at each flying height and at a flat flying speed by using three-dimensional calculation software;
step 5, establishing a matching control parameter model of the unmanned aerial vehicle, the engine and the propeller: starting from the flight working condition of the aircraft, obtaining the thrust requirement of the aircraft under a certain flight speed and a certain flight height according to the step 4; combining the performance of the propeller in the step 1, and obtaining the rotating speed of the propeller and the shaft power of the propeller according to the thrust and the flying speed; adding the additional shaft power requirement obtained in the step 3 with the propeller power obtained in the step 1 to obtain the shaft power required to be output by the engine; according to the rotating speed of the propeller and the reduction ratio thereof, the rotating speed data of the engine can be obtained; and according to the power and the rotating speed requirements of the engine, the engine test data and the altitude correction data are checked, and the data such as the throttle opening, the oil consumption and the like of the engine can be obtained.
The relation between the opening of the engine accelerator and the flight speed and the flight height of the aircraft is established from the actual use working condition of the aircraft, the relation between the opening of the engine accelerator and the incoming flow, the rotating speed and the output thrust of the propeller are established, and the relation between each flight working condition of the aircraft and the fuel consumption rate of the engine is also established;
step 6, correcting the calculated value of the airframe thrust in the step 4 in a mode of airframe wind tunnel test; correcting the performance data of the propeller in the step 1 by a propeller blowing test mode; correcting the ground and high-altitude power of the engine in the step 2 in a mode of an engine high-altitude bench test;
the correction method corrects 3 points of the performance of the propeller, the engine and the airplane respectively, can comprehensively perfect the matched control parameter model of the human aircraft, the engine and the propeller, corrects 1 point or 2 points independently, and can also improve the accuracy of the model.
Step 1 comprises the following steps:
step 1.1, based on a propeller engineering calculation method, adopting a phyllin theory, namely, in order to obtain the tension, rotation moment and power of a propeller, the tension, rotation moment and power of each micro wing section in the motion process of the propeller are integrated:
wherein d represents a differential sign, T represents a propeller thrust, M represents a propeller torque, P represents a propeller power, N B The number of blades is represented, R represents the radius of a propeller, R represents the station radius of a blade, F x The stress of the station position of the blade is represented, and n represents the rotating speed;
during specific operation, intercepting an airfoil at 0.7R of a blade, calculating lift resistance data of the airfoil by using CFX simulation software, splitting the blade into 5-7 sections along a station, and calculating the performance of the propeller by adopting an integral method according to attack angle and chord length data of the airfoil at 5-7;
step 1.2: according to the flight height H, the speed V and the rotating speed n_pro of the propeller, a data table corresponding to the thrust T_pro, the power N_pro and the efficiency eta in the flight of the propeller is obtained, [ T_pro, N_pro, eta ] =f_pro (H, V, n_pro), wherein f_pro represents a phyllin theory calculation method.
Step 2 comprises the following steps:
step 2.1: actually measuring the power and oil consumption characteristics of an engine by using a dynamometer to obtain the universal characteristic curve relationship between the power N_eng and the oil consumption Bsfc and the Throttle opening Throttle and the engine speed n_eng under the standard condition of the engine, [ N_eng, bsfc ] = f_eng (Throttle, n_eng); wherein f_eng represents the corresponding relation among the throttle opening, the engine speed, the power and the oil consumption obtained through the test;
step 2.2: according to the calibration formulaCorrecting the engine high-altitude power, wherein N_eng_H represents the power of the engine at the altitude H, and P H 、P 0 The barometric pressure representing the altitude H and the barometric pressure representing the altitude of the ground, T H 、T 0 The atmospheric temperature representing the altitude H and the atmospheric temperature of the ground altitude, respectively.
In step 3, the additional shaft work demand P extracted from the engine by the aircraft equipment is calculated using the formula 1 ：
P 1 ＝P 2 /P 3
Wherein P is 2 Representing the electricity demand of a platform, P 3 Indicating the power generation efficiency of the generator.
Step 5 comprises the following steps:
step 5.1: confirming the rotating speed of the propeller: according to the thrust requirement T_airshift, reversely pushing the rotating speed n_pro of the propeller under the thrust requirement T_airshift;
step 5.2: confirming the axle work requirement of an engine: according to the working condition of the propeller, obtaining the shaft work N_pro required by the propeller, and according to the overall starting integrated motor conversion efficiency and the power consumption requirement of the platform under a certain flight speed, flight height and flight task, calculating the additional shaft work requirement P extracted from the engine by the aircraft equipment 1 Obtaining the axle work N_eng required to be provided by the engine:
N_eng＝N_pro+P 1 ；
step 5.3: confirming the engine rotation speed: engine speed n_eng=n_pro/X 1 ，X 1 Representing the reduction ratio;
step 5.4: confirming the opening degree of a throttle valve of an engine: and (3) according to the requirements of the engine speed n_eng and the engine shaft work N_eng, checking the high-altitude universal characteristic table of the engine obtained in the step (2.1) and the step (2.2), and obtaining the Throttle opening of the engine.
And (3) establishing a matched control parameter model of the unmanned aerial vehicle, the engine and the propeller through the steps 1-5, and simultaneously obtaining thrust, propulsion efficiency and engine oil consumption data of the unmanned aerial vehicle.
Step 6 comprises the following steps:
step 6.1: correcting a thrust calculation model: placing the unmanned aerial vehicle in a wind tunnel test bed through a wind tunnel test, obtaining thrust of the unmanned aerial vehicle under the working condition of a propeller engine at each flight speed, obtaining actual flight resistance of the unmanned aerial vehicle under the static condition of the propeller engine at each flight speed, and obtaining a test data calibration calculation model through subtracting the thrust of the unmanned aerial vehicle under the working condition of the propeller engine from the static condition of the propeller engine;
step 6.2: correcting the performance of the propeller: measuring propeller thrust and power data through a wind tunnel test, calibrating and correcting a propeller phyllotoxin theoretical calculation model, and proportionally correcting data such as thrust, power and the like under other working conditions according to the difference between the wind tunnel data and the simulation data;
step 6.3: correcting the high-altitude power characteristic of the engine: testing engine power and oil consumption data on a dynamometer bench through a low-pressure bin test, and calibrating the calibration formula used in the step 2.2 according to the measured high-altitude engine power and the calculated engine high-altitude power;
step 6.4: and (3) according to all or part of calibration in the steps 6.1-6.3, recalculating the steps 1-5 to obtain a more accurate control parameter model, and forming a model calibration closed loop.
The application also provides a storage medium which stores a computer program or instructions, and when the computer program or instructions are run, the matching control parameter modeling method of the unmanned aerial vehicle, the engine and the propeller is realized.
Examples
As shown in fig. 2, the embodiment provides a matching control parameter modeling method for an unmanned aerial vehicle, an engine and a propeller, which comprises the following steps:
step 1: calculating the performance of the propeller, specifically comprising:
step 1.1: analyzing aerodynamic characteristics of each station airfoil of the propeller, and calculating the performance of the propeller according to the phyllin theory;
the geometry of the propeller and Mach number and Reynolds number in the flight condition were analyzed, and specific parameters are shown in Table 1.
TABLE 1
According to the data range of Mach number and Reynolds number, the wing profile at 0.7R is intercepted as characteristic data, and the rising and resistance data at the wing profile are calculated as shown in figure 3.
Step 1.2: combining the flight height H, the speed V and the rotating speed n_pro of the propeller to obtain a data table corresponding to the thrust T, the power N_pro and the efficiency eta in the flight of the propeller, [ T_pro, N_pro, eta ] =f_pro (H, V, N); as shown in table 2.
TABLE 2
| Elevation m | Airspeed m/s | Rotational speed rpm | Tension N | Power W | Efficiency of |
| 500 | 30 | 5200 | 169.96 | 6991.2 | 0.73 |
| 500 | 30 | 5300 | 180.81 | 7506.3 | 0.72 |
| 500 | 30 | 5400 | 191.94 | 8043.1 | 0.72 |
| 500 | 30 | 5500 | 203.39 | 8603.1 | 0.71 |
| 500 | 30 | 5600 | 215.14 | 9186.7 | 0.70 |
| 500 | 30 | 5700 | 227.20 | 9795.1 | 0.70 |
| 500 | 30 | 5800 | 239.63 | 10432.6 | 0.69 |
| 500 | 30 | 5900 | 252.37 | 11096.1 | 0.68 |
| 500 | 30 | 6000 | 265.44 | 11786.1 | 0.68 |
| 500 | 30 | 6100 | 278.48 | 12500.7 | 0.67 |
| 500 | 30 | 6200 | 291.20 | 13236.0 | 0.66 |
| 500 | 30 | 6300 | 304.08 | 13996.5 | 0.65 |
| 500 | 30 | 6400 | 317.10 | 14781.8 | 0.64 |
| 500 | 30 | 6500 | 330.21 | 15592.7 | 0.64 |
Step 2: calculating the high-altitude power characteristic of the engine, comprising the following specific steps:
step 2.1: the power and fuel consumption characteristics of the engine are actually measured by using a dynamometer, so that the universal characteristic curve relationship between the power N_eng and the fuel consumption Bsfc and the Throttle opening Throttle and the engine speed n_eng under the standard condition of the engine is obtained, [ N_eng, bsfc ] = f_eng (Throttle, n_eng) is shown in fig. 4.
Step 2.2: according to the high-altitude power correction coefficient of the engineThe engine power is corrected and the oil consumption is not corrected, and the method is specifically shown in fig. 5;
step 3: calculating power taken by the unmanned aerial vehicle from an engine except the propeller, such as engine power generation power required by the unmanned aerial vehicle, wherein the power generation power also needs to consider the efficiency of converting shaft power into power generation power; all additional shaft work requirements other than the power extracted by the propeller are P 1 ；
The power consumption of the plane platform in actual flight of a certain general unit is 0.5kW, the power generation efficiency is 80 percent, and then the additional shaft work P 1 ＝0.5/0.8＝0.625kW。
Step 4: obtaining thrust requirements t_air=f_air (H, V) of the unmanned aerial vehicle at each flying height and at a flat flying speed according to a pneumatic calculation model of the unmanned aerial vehicle, as shown in table 3;
TABLE 3 Table 3
| Height km | 0 | 1 | 2 | 3 | 3.5 |
| Patrol speed interval km/h | 127-250 | 134-250 | 140-250 | 148-250 | 152-250 |
| Required engine thrust interval N | 61.7-93 | 61.7-86.5 | 61.7-86.9 | 61.7-83.6 | 61.7-83.35 |
| Minimum thrust N | 61.7 | 61.7 | 61.7 | 61.7 | 61.7 |
| Minimum thrust corresponds to speed km/h | 160 | 168 | 177 | 186 | 191 |
| The minimum thrust corresponds to the angle of attack | 6.05 | 6.05 | 6 | 6.02 | 6.01 |
Step 5: the control parameter model is established, which comprises the following steps:
step 5.1: confirming the rotating speed of the propeller: thrust requirement T_airtraft of the unmanned aerial vehicle under a certain flight speed and flight altitude is used for reversely pushing the rotating speed n_pro of the propeller under the thrust condition;
step 5.2: confirming the axle work requirement of an engine: according to the working condition of the propeller, obtaining the shaft work N_pro required by the propeller, and adding all the additional shaft work requirements P except the power extracted by the propeller 1 The shaft work required for the engine, i.e. n_eng=n_pro+p 1 ；
Step 5.3: confirming the engine rotation speed: in general, for a small unmanned aerial vehicle, a propeller is directly connected with an engine rotating shaft, the rotating speed n_pro of the propeller is equal to the rotating speed n_eng of the engine, and if an intermediate speed reducing mechanism is arranged, the rotating speed n_eng=n_pro/reduction ratio of the engine is increased;
step 5.4: confirming the opening degree of a throttle valve of an engine: according to the engine speed n_eng and the engine shaft work N_eng requirement, the engine high altitude universal characteristic table is checked, and the engine Throttle opening Throttle can be obtained.
Through the steps 1 to 5, a corresponding relation model of the flying speed of the unmanned aerial vehicle and the opening degree of the throttle valve of the engine can be established, and meanwhile, the data of the thrust, the propulsion efficiency, the oil consumption of the engine and the like of the unmanned aerial vehicle can be obtained, as shown in fig. 6.
Step 6: the correction model specifically comprises the following steps:
step 6.1: correcting a thrust calculation model: through wind tunnel tests, as shown in fig. 1, placing an unmanned aerial vehicle in a wind tunnel test bed, obtaining thrust of the unmanned aerial vehicle under the working condition of a propeller engine at each flight speed, obtaining actual flight resistance of the unmanned aerial vehicle under the static condition of the propeller engine, and obtaining a test data calibration calculation model by subtracting the thrust of the unmanned aerial vehicle under the working condition of the propeller engine from the static condition of the propeller engine;
step 6.2: propeller performance correction: the propeller thrust and power data are measured through wind tunnel tests, and the theoretical calculation model of the propeller phyllanthin is calibrated and corrected, as shown in table 4.
TABLE 4 Table 4
Step 6.3: and (3) correcting high-altitude power characteristics of the engine: and testing engine power and oil consumption data on a dynamometer bench through a low-pressure bin test, and calibrating an engine high-altitude power correction coefficient.
Step 6.4: and (3) according to 6.1-6.3, all or part of calibration, recalculating the steps 1-5 to obtain a more accurate control parameter model, and forming a model calibration closed loop. As shown in fig. 2.
In a specific implementation, the application provides a computer storage medium and a corresponding data processing unit, wherein the computer storage medium can store a computer program, and the computer program can run the application content of the matching control parameter modeling method of the unmanned aerial vehicle, the engine and the propeller and part or all of the steps in each embodiment when being executed by the data processing unit. The storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), a random-access memory (random access memory, RAM), or the like.
It will be apparent to those skilled in the art that the technical solutions in the embodiments of the present application may be implemented by means of a computer program and its corresponding general hardware platform. Based on such understanding, the technical solutions in the embodiments of the present application may be embodied essentially or in the form of a computer program, i.e. a software product, which may be stored in a storage medium, and include several instructions to cause a device (which may be a personal computer, a server, a single-chip microcomputer, MUU or a network device, etc.) including a data processing unit to perform the methods described in the embodiments or some parts of the embodiments of the present application.
The application provides a matching control parameter modeling method of unmanned aerial vehicle, engine and propeller, and the method and the way for realizing the technical scheme are numerous, the above is only a preferred embodiment of the application, and it should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the application, and the improvements and modifications should be regarded as the protection scope of the application. The components not explicitly described in this embodiment can be implemented by using the prior art.
Claims (8)
1. The matching control parameter modeling method for the unmanned aerial vehicle, the engine and the propeller is characterized by comprising the following steps of:
step 1, calculating the performance of a propeller according to overall flight envelope data;
step 2, calculating the high-altitude power characteristic of the engine according to the ground dynamometer and the high-altitude power correction coefficient;
step 3, according to the overall starting integrated motor conversion efficiency P 3 And the electricity consumption requirement P of the platform under certain flying speed, flying height and flying task 2 Calculating an additional shaft work demand P extracted from an engine by an aircraft device 1 ；
Step 4, simulating to obtain the thrust requirement of the unmanned aerial vehicle at each flying height and at a flat flying speed;
step 5, establishing a matching control parameter model of the unmanned aerial vehicle, the engine and the propeller;
step 6, correcting the calculated value of the airframe thrust in the step 4 in a mode of airframe wind tunnel test; correcting the performance data of the propeller in the step 1 by a propeller blowing test mode; and (3) correcting the ground and the high-altitude power of the engine in the step (2) by means of an engine high-altitude bench test.
2. The method according to claim 1, wherein step 1 comprises the steps of:
step 1.1, based on a propeller engineering calculation method, adopting a phyllin theory, and integrating the tension, rotation moment and power of each micro wing section in the motion process of the propeller to obtain the tension, rotation moment and power of the propeller:
wherein d represents a differential sign, T represents a propeller thrust, M represents a propeller torque, P represents a propeller power, N B The number of blades is represented, R represents the radius of a propeller, R represents the station radius of a blade, F x The stress of the station position of the blade is represented, and n represents the rotating speed;
step 1.2: according to the flight height H, the speed V and the rotating speed n_pro of the propeller, a data table corresponding to the thrust T_pro, the power N_pro and the efficiency eta in the flight of the propeller is obtained, [ T_pro, N_pro, eta ] =f_pro (H, V, n_pro), wherein f_pro represents a phyllin theory calculation method.
3. The method according to claim 2, wherein step 2 comprises the steps of:
step 2.1: actually measuring the power and oil consumption characteristics of an engine by using a dynamometer to obtain the universal characteristic curve relationship between the power N_eng and the oil consumption Bsfc and the Throttle opening Throttle and the engine speed n_eng under the standard condition of the engine, [ N_eng, bsfc ] = f_eng (Throttle, n_eng); wherein f_eng represents the corresponding relation among the throttle opening, the engine speed, the power and the oil consumption obtained through the test;
step 2.2: according to the calibration formulaCorrecting the engine high-altitude power, wherein N_eng_H represents the power of the engine at the altitude H, and P H 、P 0 The barometric pressure representing the altitude H and the barometric pressure representing the altitude of the ground, T H 、T 0 The atmospheric temperature representing the altitude H and the atmospheric temperature of the ground altitude, respectively.
4. A method according to claim 3, characterized in that in step 3, the additional shaft work demand P extracted from the engine by the aircraft equipment is calculated using the formula 1 ：
P 1 ＝P 2 /P 3
Wherein P is 2 Representing the electricity demand of a platform, P 3 Indicating the power generation efficiency of the generator.
5. The method of claim 4, wherein step 5 comprises the steps of:
step 5.1: confirming the rotating speed of the propeller: according to the thrust requirement T_airshift, reversely pushing the rotating speed n_pro of the propeller under the thrust requirement T_airshift;
step 5.2: confirming the axle work requirement of an engine: according to the working condition of the propeller, obtaining the shaft work N_pro required by the propeller, and according to the overall starting integrated motor conversion efficiency and the power consumption requirement of the platform under a certain flight speed, flight height and flight task, calculating the additional shaft work requirement P extracted from the engine by the aircraft equipment 1 Obtaining the axle work N_eng required to be provided by the engine:
N_eng＝N_pro+P 1 ；
step 5.3: confirming the engine rotation speed: engine speed n_eng=n_pro/X 1 ，X 1 Representing the reduction ratio;
step 5.4: confirming the opening degree of a throttle valve of an engine: and (3) according to the requirements of the engine speed n_eng and the engine shaft work N_eng, checking the high-altitude universal characteristic table of the engine obtained in the step (2.1) and the step (2.2), and obtaining the Throttle opening of the engine.
6. The method according to claim 5, wherein the matching control parameter model of the unmanned aerial vehicle, the engine and the propeller is established through the steps 1 to 5, and the thrust, the propulsion efficiency and the engine oil consumption data of the unmanned aerial vehicle are obtained.
7. The method of claim 6, wherein step 6 comprises the steps of:
step 6.1: correcting a thrust calculation model: placing the unmanned aerial vehicle in a wind tunnel test bed through a wind tunnel test, obtaining thrust of the unmanned aerial vehicle under the working condition of a propeller engine at each flight speed, obtaining actual flight resistance of the unmanned aerial vehicle under the static condition of the propeller engine at each flight speed, and obtaining a test data calibration calculation model through subtracting the thrust of the unmanned aerial vehicle under the working condition of the propeller engine from the static condition of the propeller engine;
step 6.2: correcting the performance of the propeller: measuring propeller thrust and power data through a wind tunnel test, calibrating and correcting a propeller phyllotoxin theoretical calculation model, and proportionally correcting the thrust and power data under other working conditions according to the difference between the wind tunnel data and the simulation data;
step 6.3: correcting the high-altitude power characteristic of the engine: testing engine power and oil consumption data on a dynamometer bench through a low-pressure bin test, and calibrating the calibration formula used in the step 2.2 according to the measured high-altitude engine power and the calculated engine high-altitude power;
step 6.4: and (3) according to all or part of calibration in the steps 6.1-6.3, recalculating the steps 1-5 to obtain a more accurate control parameter model, and forming a model calibration closed loop.
8. A storage medium storing a computer program or instructions which, when executed, implement the method of any one of claims 1 to 6.
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