Power Processing Method and Device for Flying Car

Abstract

The embodiments of the present invention provide a power processing method and device for a flying car. The method includes: obtaining state parameters of the operating state of the flying car; performing iterative calculation of theoretical values based on the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state; generating the total power of the flying car under the state parameters of the current operating state according to the power value. By adopting the combined means of theoretical calculation and CFD, the basic aerodynamic data with fewer calculation cases is obtained by using the CFD method, and the data source of theoretical calculation is supplemented. While improving the accuracy of theoretical calculation, the power values of the whole machine of the flying car at different hover altitudes, different forward flight speeds, different climbing speeds, and different takeoff weights can be quickly calculated, and the power requirements corresponding to the complete speed-altitude envelope can be obtained, so as to provide parameter basis for power selection. Since the calculation workload of CFD is greatly reduced, the effects of low calculation cost and high timeliness are achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of flying cars, and in particular to a power processing method of a flying car and a power processing device of a flying car. Background Art

[0002] Existing flight power calculations are mainly analyzed using CFD (Computational Fluid Dynamics) simulation methods. Since there are many parameter variables involved in power calculations and the coupling between the various parameter variables is high, the CFD method has many calculation examples, a large amount of calculations, and a long time consumption, which is not economical for the early stage power selection design evaluation.

[0003] Also, as a new thing, flying cars have great differences in configuration and different flight mode principles. Currently, there is no unified calculation method that can meet the power calculation of all flying car configurations. Although the CFD method can be applied to various configurations, it takes too long and is not suitable for the early overall design parameter selection. Summary of the invention

[0004] In view of the above problems, embodiments of the present invention are proposed to provide a power processing method for a flying car and a corresponding power processing device for a flying car that overcome the above problems or at least partially solve the above problems.

[0005] An embodiment of the present invention discloses a power processing method for a flying car, the method comprising:

[0006] Obtaining state parameters of the flying car's running state;

[0007] Perform theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state;

[0008] The total power of the flying car under the state parameters of the current running state is generated according to the power value.

[0009] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights;

[0010] The iterative calculation of theoretical values ​​according to the state parameters of the running state and basic aerodynamic data to obtain the power value of the flying car in the running state includes:

[0011] The state parameters for determining different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights are used to determine the induced power, the form drag power, and the waste drag power of the flying car under different operating states.

[0012] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and the total rotor thrust of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration;

[0013] The iterative calculation of theoretical values ​​according to the state parameters of the running state and basic aerodynamic data to obtain the power value of the flying car in the running state includes:

[0014] The propeller disk angle of attack of the flying car is obtained by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0015] The forward flight speed of the flying car, the total thrust of the rotor and the angle of attack of the propeller disc are used to perform a sine calculation to obtain the waste drag power of the flying car.

[0016] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including rotor solidity, forward flight speed, and climb angle; the basic aerodynamic data include a body drag coefficient related to the body configuration and a blade element drag coefficient related to the wing airfoil;

[0017] The iterative calculation of theoretical values ​​according to the state parameters of the running state and basic aerodynamic data to obtain the power value of the flying car in the running state includes:

[0018] The propeller disk angle of attack of the flying car is obtained by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0019] The forward flight speed, the blade angle of attack and the climb angle are used to perform cosine calculation to obtain a forward ratio of the flying car;

[0020] The rotor solidity, the advance ratio and the blade element drag coefficient are used to calculate the drag power coefficient, and the drag power coefficient is converted to obtain the drag power of the flying car.

[0021] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and climbing angle of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration;

[0022] The iterative calculation of theoretical values ​​according to the state parameters of the running state and basic aerodynamic data to obtain the power value of the flying car in the running state includes:

[0023] Determining the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed and climb angle of the flying car;

[0024] The rotor required power is calculated by using the preset rotor design index efficiency factor and the rotor power coefficient, and the induced power of the flying car is obtained by separating the rotor required power.

[0025] Optionally, determining the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed and climb angle of the flying car includes:

[0026] The vehicle body drag coefficient and the forward flight speed are used to perform a trim calculation to obtain the propeller disk angle of attack of the flying car, and the forward flight speed, the propeller disk angle of attack and the climb angle are used to perform a cosine calculation to obtain the forward ratio of the flying car;

[0027] The initial inflow ratio is obtained by using the initial forward flight speed, the blade angle of attack and the climb angle for sinusoidal calculation;

[0028] The rotor power coefficient of the flying car is determined by the forward ratio of the flying car, the disc induced speed calculated based on the preset rotor thrust coefficient, the inflow ratio and the forward ratio, and the inflow ratio determined based on the initial inflow ratio and the disc induced speed.

[0029] Optionally, determining the rotor power coefficient of the flying car includes:

[0030] The initial value of the inflow ratio, the rotor thrust coefficient and the forward ratio are used to calculate the initial value of the rotor disc induced speed;

[0031] Determining the inflow ratio by using the initial value of the impeller disk induced velocity and the initial inflow ratio;

[0032] If the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio is less than a preset threshold, the inflow ratio, the initial value of the propeller disc induced speed and the forward ratio are used for calculation to obtain the rotor power coefficient of the flying car.

[0033] Optionally, determining the rotor power coefficient of the flying car includes:

[0034] If the convergence coefficient determined based on the ratio of the initial inflow ratio to the inflow ratio exceeds a preset threshold, the inflow ratio and the initial inflow ratio are continuously used to determine a new initial inflow ratio until the convergence coefficient determined based on the ratio of the new initial inflow ratio to the inflow ratio is less than the preset threshold;

[0035] A new rotor disc induced speed is calculated using the new initial inflow, the advance ratio and a preset rotor thrust coefficient;

[0036] The new initial inflow, the new impeller disc induced speed and the advance ratio are used to perform calculations to obtain the rotor power coefficient of the flying car.

[0037] The embodiment of the present invention further discloses a power processing device for a flying car, the device comprising:

[0038] A state parameter acquisition module, used to acquire state parameters of the flying car's running state;

[0039] A power value calculation module, used for performing iterative calculation of theoretical values ​​according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state;

[0040] The total power determination module is used to generate the total power of the flying car under the state parameters of the current running state according to the power value.

[0041] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights; the power value calculation module includes:

[0042] The power value calculation submodule is used to determine the induced power, drag power and waste drag power of the flying car under different operating states by using state parameters corresponding to states determined by different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights.

[0043] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and total rotor thrust of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration; the power value calculation submodule includes:

[0044] a propeller disk angle of attack determination unit, configured to obtain the propeller disk angle of attack of the flying car by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0045] The waste drag power determination unit is used to perform a sine calculation using the forward flight speed of the flying car, the total thrust of the rotor and the angle of attack of the propeller disc to obtain the waste drag power of the flying car.

[0046] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including rotor solidity, forward flight speed, and climb angle; the basic aerodynamic data include a body drag coefficient related to the body configuration and a blade element drag coefficient related to the wing airfoil; the power value calculation submodule includes:

[0047] a propeller disk angle of attack determination unit, configured to obtain the propeller disk angle of attack of the flying car by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0048] a forward ratio determination unit, configured to perform cosine calculation using the forward flight speed, the blade angle of attack, and the climb angle to obtain the forward ratio of the flying car;

[0049] The drag power determination unit is used to calculate the drag power coefficient by using the rotor solidity, the advance ratio and the blade element drag coefficient, and to perform a transformation on the drag power coefficient to obtain the drag power of the flying car.

[0050] Optionally, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and the climbing angle of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration; the power value calculation submodule includes:

[0051] a rotor power coefficient determination unit, configured to determine the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed and climb angle of the flying car;

[0052] The induced power determination unit is used to calculate the required rotor power by using the preset rotor design index efficiency factor and the rotor power coefficient, and to separate the required rotor power to obtain the induced power of the flying car.

[0053] Optionally, the rotor power coefficient determination unit includes:

[0054] a propeller disc angle of attack and forward ratio determination subunit, configured to use the vehicle body drag coefficient and the forward flight speed to perform a trim calculation to obtain the propeller disc angle of attack of the flying car, and use the forward flight speed, the propeller disc angle of attack and the climb angle to perform a cosine calculation to obtain the forward ratio of the flying car;

[0055] An initial inflow ratio determination subunit is used to obtain an initial inflow ratio by performing a sinusoidal calculation using an initial forward flight speed, a propeller disk angle of attack, and a climb angle;

[0056] The rotor power coefficient determination subunit is used to determine the rotor power coefficient of the flying car through the forward ratio of the flying car, the disc induced speed calculated based on the preset rotor thrust coefficient, the inflow ratio and the forward ratio, and the inflow ratio determined based on the initial inflow ratio and the disc induced speed. Wherein, when determining the rotor power coefficient of the flying car, the initial value of the disc induced speed can be calculated using the initial value of the inflow ratio, the rotor thrust coefficient and the forward ratio; the inflow ratio can be determined using the initial value of the disc induced speed and the initial inflow ratio; if the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio is less than a preset threshold, the inflow ratio, the initial value of the disc induced speed and the forward ratio are used to calculate to obtain the rotor power coefficient of the flying car; when determining the rotor power coefficient of the flying car, if based on If a convergence coefficient determined by the ratio of the initial inflow ratio to the inflow ratio exceeds a preset threshold, the inflow ratio and the initial inflow ratio are continuously used to determine a new initial inflow ratio until a convergence coefficient determined based on the ratio of the new initial inflow ratio to the inflow ratio is less than a preset threshold; a new disc induced speed is calculated using the new initial inflow, the forward ratio and a preset rotor thrust coefficient; and the new initial inflow, the new disc induced speed and the forward ratio are used to perform calculations to obtain a rotor power coefficient of the flying car.

[0057] An embodiment of the present invention also discloses a flying car, comprising: a power processing device of the flying car, a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein when the computer program is executed by the processor, any step of the power processing method of the flying car is implemented.

[0058] The embodiment of the present invention further discloses a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of any one of the power processing methods for a flying car are implemented.

[0059] The embodiments of the present invention include the following advantages:

[0060] In the embodiment of the present invention, by obtaining the state parameters of the flying car's running state and the basic aerodynamic data of the flying car, the theoretical value iterative calculation of the state parameters of the running state and the basic aerodynamic data can be performed to obtain the power value of the flying car, and the total power of the flying car under the state parameters of the current running state can be determined according to the calculated power value, that is, the required power of the flying car is generated. By adopting a combination of theoretical calculation and CFD, the basic aerodynamic data with few calculation examples is obtained by using the CFD method, and the source of theoretical calculation data is supplemented. While improving the theoretical calculation accuracy, compared with the CFD calculation of multiple calculation examples of the whole machine, the calculation workload of CFD can be greatly reduced; and the power value of the whole machine when the flying car hovers at different altitudes, different forward flight speeds, different climbing speeds, and different take-off weights can be quickly calculated, and the power demand corresponding to the complete speed altitude envelope can be obtained to provide a parameter basis for power selection. Due to the greatly reduced calculation workload of CFD, the effect of low calculation cost and high timeliness is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 is a flowchart of steps of an embodiment of a power processing method for a flying car of the present invention;

[0062] Figure 2 is a flowchart of another embodiment of a power processing method for a flying car of the present invention;

[0063] Figure 3 is a schematic diagram of a flow chart of a function for calculating demand for a flying car in an embodiment of the present invention;

[0064] Figure 4 is a schematic diagram of the power demand of a flying car in an embodiment of the present invention;

[0065] Figure 5 It is a structural block diagram of an embodiment of a power processing device of a flying car of the present invention. DETAILED DESCRIPTION

[0066] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0067] During the operation of a flying car, the required power of the flying car under different operating conditions needs to be calculated. By combining theoretical calculations with CFD, using the CFD method to obtain basic aerodynamic data with few calculation examples, and supplementing the source of theoretical calculation data, the required power of the flying car can be calculated based on the basic aerodynamic data obtained based on CFD and the theoretical calculation data.

[0068] Reference Figure 1, shows a flowchart of a power processing method embodiment of a flying car of the present invention, which may specifically include the following steps:

[0069] Step 101, obtaining state parameters of the flying car's running state;

[0070] The state parameters of the flying car's operating state may be state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights. The state parameters corresponding to different operating states of the flying car are different. Such state parameters related to the operating state may be provided by the flying car for direct acquisition, such as rotor diameter, atmospheric density, rotor speed, level flight speed, climbing speed, take-off weight, efficiency factor, rotor solidity, body reference area and other parameters. These parameters may be parameters acquired at different hovering altitudes, forward flight speeds, climbing speeds and take-off weights of flying cars.

[0071] Parameters such as the blade element drag coefficient and the body drag coefficient may be basic aerodynamic data of the flying car, wherein the blade element drag coefficient is a coefficient related to the wing airfoil adopted by the flying car, and the body drag coefficient may be a coefficient related to the configuration of the body. This basic aerodynamic data may be obtained by adopting a CFD method, and after the calculation is completed, it may be equivalent to a fixed value in the embodiment of the present invention, and the aforementioned acquired state parameters are theoretical values ​​of relevant parameters of the flying car under different operating states, and do not need to be calculated by CFD, thereby reducing CFD calculation examples. Compared with CFD calculation of multiple examples of the whole machine, while greatly reducing the calculation workload of CFD, the accuracy of theoretical calculation can be improved based on the introduced basic aerodynamic data.

[0072] Step 102, performing iterative calculation of theoretical values ​​according to the state parameters of the running state and basic aerodynamic data to obtain the power value of the flying car in the running state;

[0073] By combining theoretical calculation with CFD, the CFD method can be used to obtain basic aerodynamic data with few calculation examples to improve the accuracy of theoretical calculation. At this time, the acquired state parameters and the introduced basic aerodynamic data can be used to perform iterative calculation of theoretical values ​​to obtain multiple power values ​​determined by the state parameters of the flying car under states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, so as to determine the required power of the flying car based on the obtained power values.

[0074] Among them, the determined multiple power values ​​may include induced power, type drag power, and waste drag power. At this time, the state parameters corresponding to the operating states determined by determining different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights can be used to determine the induced power, type drag power, and waste drag power of the flying car under different operating states.

[0075] Step 103: Generate the total power of the flying car under the state parameters of the current running state according to the power value.

[0076] The multiple power values ​​determined may include induced power, type resistance power, and waste resistance power. At this time, the obtained induced power, type resistance power, and waste resistance power can be summed to obtain the total power of the flying car under the state parameters of the current operating state, thereby realizing the calculation of the required power of the flying car under different operating states.

[0077] In the embodiment of the present invention, by obtaining the state parameters of the flying car's running state and the basic aerodynamic data of the flying car, the theoretical value iterative calculation of the state parameters of the running state and the basic aerodynamic data can be performed to obtain the power value of the flying car, and the total power of the state parameters of the flying car in the current running state can be determined according to the calculated power value, that is, the required power of the flying car is generated. By adopting the combination of theoretical calculation and CFD, the basic aerodynamic data with few calculation examples is obtained by using the CFD method, and the source of theoretical calculation data is supplemented. While improving the theoretical calculation accuracy, compared with the CFD calculation of multiple calculation examples of the whole machine, the calculation workload of CFD can be greatly reduced; and the power value of the whole machine when the flying car hovers at different altitudes, different forward flight speeds, different climbing speeds, and different take-off weights can be quickly calculated, and the power demand corresponding to the complete speed altitude envelope can be obtained to provide parameter basis for power selection. Due to the greatly reduced calculation workload of CFD, the effect of low calculation cost and high timeliness is achieved.

[0078] Reference Figure 2 , shows a flowchart of another embodiment of a power processing method for a flying car of the present invention, which may specifically include the following steps:

[0079] Step 201, determining the waste resistance power of the flying car based on relevant input parameters of the flying car;

[0080] The relevant input parameters of the flying car may include state parameters of the flying car's operating state and basic aerodynamic data. The state parameters of the flying car's operating state may be state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights. When calculating the power requirements corresponding to different operating states of the flying car, i.e., the total power, the state parameters of the current operating state of the flying car obtained and the basic aerodynamic data calculated using CDF may be first used to combine and calculate various power values ​​of the flying car, and then the required power of the flying car may be determined based on the various power values ​​obtained.

[0081] The power value of the flying car calculated using the input parameters includes the waste resistance power of the flying car under the state parameters of the current operating state.

[0082] Specifically, the corresponding state parameters of the flying car in the current running state obtained may include the forward flight speed V and the total rotor thrust T of the flying car, and the basic aerodynamic data introduced may include the body drag coefficient C d , then you can Figure 3 As shown, the acquired parameters and data are used as input parameters for calculating the required power of the flying car in the full mission state, and the waste resistance power of the flying car is calculated.

[0083] Among them, Figure 3 As shown in the figure, the body drag coefficient Cd and the forward flight speed V can be used to calculate the propeller angle of attack α of the flying car. The propeller angle of attack refers to the angle between the free flow velocity and the rotor structural plane. The angle is affected by the whole machine resistance and the rotor forward pull. The propeller angle can be calculated based on the body drag coefficient Cd and the forward flight speed V. d The calculated resistance of the whole machine is: 0.5*density*speed^2*reference area*C d , the rotor front thrust is: total thrust * sin (propeller angle α), then the specific balancing calculation can be achieved by balancing the two values ​​of the whole machine resistance and the rotor front thrust; then the flying car's forward flight speed V, the rotor total thrust T and the propeller angle α can be used for sine calculation to obtain the flying car's waste drag power P f , its specific calculation expression can be P f =Tsinα*V.

[0084] Step 202, determining the drag power of the flying car based on relevant input parameters of the flying car;

[0085] The power value of the flying car calculated using the input parameters includes the drag power of the flying car under the state parameters of the current operating state.

[0086] Specifically, the corresponding parameters of the flying car in the current operating state may include the rotor solidity σ, the forward flight speed V and the climb angle θ, and the basic aerodynamic data introduced may include the body drag coefficient C d And blade element resistance coefficient C x , then you can Figure 3 As shown, the acquired parameters and data are used as input parameters for calculating the required power of the flying car in the full mission state, and the drag power of the flying car under the state parameters of the current operating state is calculated.

[0087] Among them, Figure 3 As shown, the body resistance coefficient C can be used d The propeller angle of attack α of the flying car is obtained by trimming and calculating the forward flight speed V. The propeller angle of attack refers to the angle between the free flow velocity and the rotor structural plane. The angle is affected by the whole machine resistance and the rotor forward pull, which can be calculated based on the body drag coefficient C d The calculated resistance of the whole machine is: 0.5*density*speed^2*reference area*C d , the rotor forward thrust is: total thrust * sin (propeller angle of attack α), then the specific balancing calculation can be achieved by balancing the two values ​​of the whole machine resistance and the rotor forward thrust; then, the forward flight speed V 0 , the propeller angle of attack α and the climb angle θ are calculated by cosine to obtain the forward ratio μ of the flying car, and its specific calculation expression can be: μ=V 0 cos(α+θ); further, using the rotor solidity σ, advance ratio μ and blade element drag coefficient C x Calculate the type resistance power coefficient C S , its specific expression can be C S＝ 1.05(1+4.65μ 2 )σC x / 4, and the type resistance power coefficient C S Perform the transformation to get the flying car's drag power P S .

[0088] Step 203, determining the induced power of the flying car rotor based on the relevant input parameters of the flying car.

[0089] The power value of the flying car calculated using the input parameters includes the induced power of the flying car under the state parameters of the current operating state.

[0090] Specifically, the corresponding state parameters of the flying car in the current running state obtained may include the forward flight speed V and the climbing angle θ of the flying car, and the basic aerodynamic data introduced may include the body drag coefficient C d , then you can Figure 3As shown, the acquired parameters and data are used as input parameters for calculating the required power of the flying car in the full mission state, and the induced power of the flying car under the state parameters of the current operating state is calculated.

[0091] Among them, Figure 3 As shown, the rotor power coefficient C of the flying car can be determined based on the body drag coefficient Cd, forward flight speed V and climb angle θ of the flying car. P , and then the preset rotor design index efficiency factor FOM and rotor power coefficient C can be used P The rotor power required is calculated, and the induced power P of the flying car is obtained from the rotor power required. y Specifically, the calculated drag power can be separated from the rotor required power to obtain the rotor induced power P y .

[0092] Rotor power coefficient C for flying cars P The calculation of can be determined by the forward ratio λ, the induced velocity V1 of the slurry disk and the inflow ratio λ, and its specific expression can be C P =2λV 1 sqrt(λ 2 +μ 2 ). Among them, the forward ratio μ can be determined by cosine calculation using the forward flight speed V, the blade angle of attack α and the climb angle θ. At this time, the forward flight speed can be expressed as a dimensionless expression of v (i.e. V 0 ), the cosine calculation expression can be μ = V 0 cos(α+θ), and the propeller angle of attack α of the flying car can be calculated by the body drag coefficient C d It is obtained by trimming calculation with the forward flight speed V.

[0093] Then, the initial forward speed V 0 , the propeller angle of attack α and the climb angle θ are calculated by sinusoidal calculation to obtain the initial inflow ratio λ 0 , its specific expression can be λ 0 =V 0 sin(α+θ), so as to pass the flying car's forward ratio μ, based on the preset rotor thrust coefficient C T , the propeller disc induced velocity V calculated by the inflow ratio λ and the forward ratio μ 1 , and based on the initial inflow ratio λ 0 and the propeller disc induced velocity V 1 Determine the inflow ratio λ and determine the rotor power coefficient C of the flying car P .

[0094] In an embodiment of the present invention, in the process of calculating the rotor power coefficient using the disk induced speed, the inflow ratio and the forward ratio, the values ​​of the disk induced speed and the inflow ratio may be subject to iterative changes.

[0095] Specifically, Figure 3 As shown, according to the initial inflow ratio λ 0 and the propeller disc induced velocity V 1 The inflow ratio λ can be obtained: λ=λ 0 +V 1 , and the propeller disc induced velocity V 1 It can be expressed as V 1 =C T / 2 / sqrt(λ 2 +μ 2 ), at this time, the initial value of the inflow ratio λ can be introduced 1 To the above blade induction, speed V 1 The expression is used as the initial value for iterative calculation, that is, λ 1 =μtanα+0.5C T / sqrt(μ 2 +C T / 2), in the process of iterative calculation, the main thing is to determine the inflow ratio, so that the initial inflow ratio λ 0 and the propeller disc induced velocity V 1 The method of calculating the inflow ratio λ is basically the same as the inflow ratio used as the initial value for iterative calculation mentioned above.

[0096] In order to make the inflow ratio calculated by the above two methods basically the same, we can 1 As the initial value for iterative calculation, let λ 1 =(λ-λ 1 ) / 2+λ 1 , set the convergence coefficient C = λ 1 / λ, which is determined by judging the value of the convergence coefficient C. Usually, the convergence coefficient C can be less than the preset threshold value 1.005, that is, when C<1.005, the iteration ends. At this time, the determined inflow ratio can be used as the input for the next step of calculating the rotor power coefficient.

[0097] Specifically, the initial inflow ratio λ can be used 0 , rotor pull coefficient C T The initial value of the disc induced velocity is calculated with the forward ratio μ, and then the inflow ratio is determined using the initial value of the disc induced velocity and the initial inflow ratio.

[0098] At this time, in one case, if the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio is less than a preset threshold, the inflow ratio, the initial value of the propeller disc induced speed and the forward ratio can be used for calculation to obtain the rotor power coefficient of the flying car.

[0099] In another case, if the convergence coefficient determined based on the initial inflow ratio and the ratio of the inflow ratio exceeds a preset threshold, the inflow ratio and the initial inflow ratio can be continuously used to determine a new initial inflow ratio until the convergence coefficient determined based on the ratio of the new initial inflow ratio and the inflow ratio is less than the preset threshold. The determined inflow ratio can then be used as input for the next step of calculating the rotor power coefficient. Specifically, the new initial inflow, forward ratio and preset rotor thrust coefficient can be used to calculate a new disc induced speed, and then the new initial inflow, the new disc induced speed and forward ratio are used for calculation to obtain the rotor power coefficient of the flying car.

[0100] In a preferred embodiment, the required power of a certain configuration flying car under the state parameters of the current running state can be mainly calculated by using the induced power, the type resistance power, and the waste resistance power. As an example, the calculated induced power, the type resistance power, and the waste resistance power can be as follows: Figure 4 As shown, at this time, the calculated induced power, type resistance power, and waste resistance power can be summed up to obtain the following Figure 4 The total power required by the flying car in the current hovering, forward flight, and climbing states is shown. In the embodiment of the present invention, by adopting a combination of theoretical calculation and CFD, the CFD method is used to obtain basic aerodynamic data with few calculation examples, and the theoretical calculation data source is supplemented. While improving the accuracy of theoretical calculation, compared with the CFD calculation of multiple calculation examples of the whole machine, the calculation workload of CFD can be greatly reduced; and the power value of the whole machine when the flying car is hovering at different altitudes, different forward flight speeds, different climbing speeds, and different take-off weights can be quickly calculated, and the power demand corresponding to the complete speed altitude envelope is obtained to provide a parameter basis for power selection. Since the calculation workload of CFD is greatly reduced, the effect of low calculation cost and high timeliness is achieved.

[0101] It should be noted that, for the sake of simplicity, the method embodiments are described as a series of action combinations, but those skilled in the art should be aware that the embodiments of the present invention are not limited by the order of the actions described, because according to the embodiments of the present invention, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

[0102] Reference Figure 5 , shows a structural block diagram of an embodiment of a power processing device of a flying car of the present invention, which may specifically include the following modules:

[0103] A state parameter acquisition module 501 is used to acquire state parameters of the flying car's running state;

[0104] A power value calculation module 502 is used to perform theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state;

[0105] The total power determination module 503 is used to generate the total power of the flying car under the state parameters of the current running state according to the power value.

[0106] In one embodiment of the present invention, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights; the power value calculation module 502 may include the following submodules:

[0107] The power value calculation submodule is used to determine the induced power, drag power and waste drag power of the flying car under different operating states by using state parameters corresponding to states determined by different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights.

[0108] In one embodiment of the present invention, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and the total rotor thrust of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration; the power value calculation submodule may include the following units:

[0109] a propeller disk angle of attack determination unit, configured to obtain the propeller disk angle of attack of the flying car by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0110] The waste drag power determination unit is used to perform a sine calculation using the forward flight speed of the flying car, the total thrust of the rotor and the angle of attack of the propeller disc to obtain the waste drag power of the flying car.

[0111] In one embodiment of the present invention, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including rotor solidity, forward flight speed, and climb angle; the basic aerodynamic data include a body drag coefficient related to the body configuration and a blade element drag coefficient related to the wing airfoil; the power value calculation submodule may include the following units:

[0112] a propeller disk angle of attack determination unit, configured to obtain the propeller disk angle of attack of the flying car by performing a trim calculation using the vehicle body drag coefficient and the forward flight speed;

[0113] a forward ratio determination unit, configured to perform cosine calculation using the forward flight speed, the blade angle of attack, and the climb angle to obtain the forward ratio of the flying car;

[0114] The drag power determination unit is used to calculate the drag power coefficient by using the rotor solidity, the advance ratio and the blade element drag coefficient, and to perform a transformation on the drag power coefficient to obtain the drag power of the flying car.

[0115] In one embodiment of the present invention, the state parameters of the flying car's running state include state parameters corresponding to states determined based on different hovering altitudes, and / or different forward flight speeds, and / or different climbing speeds, and / or different take-off weights, including the forward flight speed and the climbing angle of the flying car; the basic aerodynamic data include a body drag coefficient related to the body configuration; the power value calculation submodule may include the following units:

[0116] a rotor power coefficient determination unit, configured to determine the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed and climb angle of the flying car;

[0117] The induced power determination unit is used to calculate the required rotor power by using the preset rotor design index efficiency factor and the rotor power coefficient, and to separate the required rotor power to obtain the induced power of the flying car.

[0118] In one embodiment of the present invention, the rotor power coefficient determination unit may include the following subunits:

[0119] a propeller disc angle of attack and forward ratio determination subunit, configured to use the vehicle body drag coefficient and the forward flight speed to perform a trim calculation to obtain the propeller disc angle of attack of the flying car, and use the forward flight speed, the propeller disc angle of attack and the climb angle to perform a cosine calculation to obtain the forward ratio of the flying car;

[0120] An initial inflow ratio determination subunit is used to obtain an initial inflow ratio by performing a sinusoidal calculation using an initial forward flight speed, a propeller disk angle of attack, and a climb angle;

[0121] The rotor power coefficient determination subunit is used to determine the rotor power coefficient of the flying car through the forward ratio of the flying car, the disc induced speed calculated based on the preset rotor thrust coefficient, the inflow ratio and the forward ratio, and the inflow ratio determined based on the initial inflow ratio and the disc induced speed. Wherein, when determining the rotor power coefficient of the flying car, the initial value of the disc induced speed can be calculated using the initial value of the inflow ratio, the rotor thrust coefficient and the forward ratio; the inflow ratio can be determined using the initial value of the disc induced speed and the initial inflow ratio; if the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio is less than a preset threshold, the inflow ratio, the initial value of the disc induced speed and the forward ratio are used to calculate to obtain the rotor power coefficient of the flying car; when determining the rotor power coefficient of the flying car, if based on If a convergence coefficient determined by the ratio of the initial inflow ratio to the inflow ratio exceeds a preset threshold, the inflow ratio and the initial inflow ratio are continuously used to determine a new initial inflow ratio until a convergence coefficient determined based on the ratio of the new initial inflow ratio to the inflow ratio is less than a preset threshold; a new disc induced speed is calculated using the new initial inflow, the forward ratio and a preset rotor thrust coefficient; and the new initial inflow, the new disc induced speed and the forward ratio are used to perform calculations to obtain a rotor power coefficient of the flying car.

[0122] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0123] An embodiment of the present invention further provides a flying car, comprising:

[0124] The invention comprises the power processing device of the flying car, a processor, a memory and a computer program stored in the memory and capable of running on the processor. When the computer program is executed by the processor, each process of the power processing method embodiment of the flying car is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0125] An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, each process of the power processing method embodiment of the above-mentioned flying car is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0126] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0127] It will be appreciated by those skilled in the art that the embodiments of the present invention may be provided as methods, devices, or computer program products. Therefore, the embodiments of the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0128] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0129] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0130] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0131] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0132] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0133] The power processing method of a flying car and a power processing device of a flying car provided by the present invention are introduced in detail above. The principle and implementation mode of the present invention are explained in detail by using specific examples. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation mode and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A power processing method for a flying car, characterized in that, the method comprises: obtaining state parameters of the operating state of the flying car; performing theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state; the basic aerodynamic data is obtained based on computational fluid dynamics simulation, and the state parameters of the operating state are theoretical values; generating the total power of the flying car under the state parameters of the current operating state according to the power value; the state parameters of the operating state of the flying car include state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights; wherein, the performing theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state includes: using state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights to determine the induced power, profile drag power, and parasite drag power of the flying car in different operating states.

2. The method according to claim 1, characterized in that, the state parameters of the operating state of the flying car include state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights, including the forward flight speed and the total rotor thrust of the flying car; the basic aerodynamic data includes the body drag coefficient related to the body configuration; wherein, the performing theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state includes: performing trim calculation using the body drag coefficient and the forward flight speed to obtain the disk angle of attack of the flying car; performing sine calculation using the forward flight speed, the total rotor thrust and the disk angle of attack of the flying car to obtain the parasite drag power of the flying car.

3. The method according to claim 1, characterized in that, the state parameters of the operating state of the flying car include state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights, including rotor solidity, forward flight speed and climb angle; the basic aerodynamic data includes the body drag coefficient related to the body configuration and the blade element profile drag coefficient related to the airfoil profile; wherein, the performing theoretical value iterative calculation according to the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state includes: performing trim calculation using the body drag coefficient and the forward flight speed to obtain the disk angle of attack of the flying car; performing cosine calculation using the forward flight speed, the disk angle of attack and the climb angle to obtain the advance ratio of the flying car. The profile drag power coefficient is calculated using the rotor solidity, the advance ratio, and the blade element profile drag coefficient, and the profile drag power of the flying car is obtained by dimensional conversion of the profile drag power coefficient.

4. The method according to claim 1, wherein, the state parameters of the operating state of the flying car include state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights, including the forward flight speed and climb angle of the flying car; the basic aerodynamic data includes the body drag coefficient related to the body configuration; wherein, the theoretical value iterative calculation based on the state parameters of the operating state and the basic aerodynamic data to obtain the power value of the flying car in the operating state includes: determining the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed, and climb angle of the flying car; calculating the required rotor power using a preset rotor design index efficiency factor and the rotor power coefficient, and separating the induced power of the flying car from the required rotor power.

5. The method according to claim 4, wherein, the determining the rotor power coefficient of the flying car based on the body drag coefficient, forward flight speed, and climb angle of the flying car includes: performing trimming calculation using the body drag coefficient and the forward flight speed to obtain the disk angle of attack of the flying car, and performing cosine calculation using the forward flight speed, the disk angle of attack, and the climb angle to obtain the advance ratio of the flying car; performing sine calculation using the initial forward flight speed, disk angle of attack, and climb angle to obtain the initial inflow ratio; determining the rotor power coefficient of the flying car based on the advance ratio of the flying car, the disk induced velocity calculated based on a preset rotor thrust coefficient, inflow ratio, and advance ratio, and the inflow ratio determined based on the initial inflow ratio and the disk induced velocity.

6. The method according to claim 5, wherein, the determining the rotor power coefficient of the flying car includes: calculating the initial value of the disk induced velocity using the initial value of the inflow ratio, the rotor thrust coefficient, and the advance ratio; determining the inflow ratio using the initial value of the disk induced velocity and the initial inflow ratio; if the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio is less than a preset threshold, then calculating using the inflow ratio, the initial value of the disk induced velocity, and the advance ratio to obtain the rotor power coefficient of the flying car.

7. The method according to claim 5 or 6, wherein, the determining the rotor power coefficient of the flying car includes: if the convergence coefficient determined based on the ratio of the initial inflow ratio and the inflow ratio exceeds a preset threshold, then continuously determining a new initial inflow ratio using the inflow ratio and the initial inflow ratio until the convergence coefficient determined based on the ratio of the new initial inflow ratio and the inflow ratio is less than the preset threshold; calculating a new disk induced velocity using the new initial inflow, the advance ratio, and a preset rotor thrust coefficient; Calculations are performed using the new initial inflow, the new induced velocity of the propeller disk, and the advance ratio to obtain the rotor power coefficient of the flying car.

8. A power processing device for a flying car, characterized in that the device includes: a state parameter acquisition module for acquiring state parameters of the operating state of the flying car; a power value calculation module for performing iterative calculation of theoretical values based on the state parameters of the operating state and basic aerodynamic data to obtain the power value of the flying car in the operating state; the basic aerodynamic data is obtained based on computational fluid dynamics simulation, and the state parameters of the operating state are theoretical values; a total power determination module for generating the total power of the flying car under the state parameters of the current operating state according to the power value; the state parameters of the operating state of the flying car include state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights; the power value calculation module includes: a power value calculation sub-module for using state parameters corresponding to states determined based on different hover heights, and / or different forward flight speeds, and / or different climb speeds, and / or different takeoff weights to determine the induced power, profile drag power, and parasite drag power of the flying car in different operating states.

9. A flying car, characterized in that it includes: the power processing device of the flying car according to claim 8, a processor, a memory, and a computer program stored on the memory and capable of running on the processor, and when the computer program is executed by the processor, the steps of the power processing method of the flying car according to any one of claims 1-7 are implemented.

10. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the power processing method of the flying car according to any one of claims 1-7 are implemented.

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