Modeling method, device and electronic equipment for aircraft propeller

Abstract

The application discloses a modeling method and device of an airplane propeller and electronic equipment. The method relates to the technical field of air propeller testing, and comprises the following steps: acquiring first data of a propeller test bench and environmental data of a position where the propeller test bench is located; determining a target static tension coefficient and a target counter torque coefficient of the airplane propeller based on the first data and the environmental data; and generating a static tension model and a counter torque model of the airplane propeller based on the target static tension coefficient and the target counter torque coefficient. The application solves the technical problem of low modeling accuracy caused by errors in testing experiments.

Description

Technical Field

[0001] This invention relates to the field of aircraft propeller testing technology, and more specifically, to a modeling method, apparatus, and electronic equipment for aircraft propellers. Background Technology

[0002] Currently, propellers are widely used in the fields of aircraft and drones. The static thrust and anti-torque of propellers are important parameters for power system modeling. However, the existing technology uses static thrust and anti-torque data obtained by testing propeller test benches for modeling. Due to experimental errors in the test data, the modeling accuracy is low.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a modeling method, apparatus, and electronic device for aircraft propellers, to at least solve the technical problem of low modeling accuracy caused by errors in testing and experimentation.

[0005] According to one aspect of the present invention, a method for modeling an aircraft propeller is provided, comprising: acquiring first data of a propeller test bench and environmental data of the location of the propeller test bench; determining a target static thrust coefficient and a target anti-torque coefficient of the aircraft propeller based on the first data and the environmental data; and generating a static thrust model and an anti-torque model of the aircraft propeller based on the target static thrust coefficient and the target anti-torque coefficient.

[0006] Optionally, the first data includes at least: a first anti-torque of the aircraft propeller, wherein determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the first data and environmental data includes: obtaining a second anti-torque that satisfies a first screening condition from the first anti-torque, wherein the first screening condition corresponds to the motor efficiency of the aircraft propeller; determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on environmental data, the first data, and the second anti-torque, wherein the target static thrust coefficient is used to characterize the static thrust coefficient when all static thrust data satisfies the preset screening condition, and the target anti-torque coefficient is used to characterize the anti-torque coefficient when all anti-torque data satisfies the preset screening condition;

[0007] Optionally, obtaining a second anti-torque that satisfies the first screening condition from the first anti-torque includes: obtaining the motor power and shaft power of the propeller test bench; determining the motor efficiency of the propeller test bench based on the motor power and shaft power; obtaining the maximum motor efficiency and the minimum motor efficiency based on the motor efficiency; and determining the second anti-torque that satisfies the first screening condition from the first anti-torque in response to the motor efficiency being less than or equal to the maximum motor efficiency and the motor efficiency being greater than or equal to the minimum motor efficiency.

[0008] Optionally, the first data further includes: a first static thrust of the aircraft propeller, wherein determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on environmental data, the first data, and a second anti-torque includes: fitting the first static thrust coefficient and the first anti-torque coefficient based on the first data, the second anti-torque, and environmental data; fitting the second static thrust and the third anti-torque based on the first static thrust coefficient and the first anti-torque coefficient; obtaining the static thrust relative error between the second static thrust and the first static thrust, and the anti-torque relative error between the second anti-torque and the third anti-torque; responding to the static thrust... If the relative error does not meet the preset static tension confidence level, or the relative error of the anti-torque does not meet the preset anti-torque confidence level, the steps of fitting to obtain the first static tension coefficient and the first anti-torque coefficient, fitting to obtain the second static tension and the third anti-torque, and obtaining the relative error of static tension and the relative error of anti-torque are repeated until the relative error of static tension meets the preset static tension confidence level and the relative error of anti-torque meets the preset anti-torque confidence level. The static tension coefficient corresponding to meeting the preset static tension confidence level is determined as the target static tension coefficient, and the anti-torque coefficient corresponding to meeting the preset anti-torque confidence level is determined as the target anti-torque coefficient.

[0009] Optionally, the first data further includes: the rotational speed and diameter of the aircraft propeller, and the environmental data includes at least: atmospheric density. Based on the first data, the second anti-torque, and the environmental data, the first static thrust coefficient and the second anti-torque coefficient are fitted together, including: obtaining the product of atmospheric density and the square of the aircraft propeller rotational speed to obtain the first product; obtaining the product of the first product and the fourth power of the propeller diameter to obtain the second product; obtaining the quotient of the first static thrust and the second product to obtain the first static thrust coefficient; obtaining the product of the first product and the fifth power of the propeller diameter to obtain the third product; and obtaining the quotient of the second anti-torque and the third product to obtain the first anti-torque coefficient.

[0010] Optionally, based on the first static tensile force coefficient and the first anti-torque coefficient, fitting the second static tensile force and the third anti-torque includes: obtaining the product of the first static tensile force coefficient and the second product to obtain the second static tensile force; obtaining the product of the first anti-torque coefficient and the third product to obtain the third anti-torque.

[0011] Optionally, obtaining the relative error of static tension between the second static tension force and the first static tension force, and the relative error of the reverse torque between the second reverse torque and the first reverse torque, includes: obtaining the difference between the first static tension force and the second static tension force to obtain a first difference; obtaining the quotient of the first difference and the second static tension force to obtain a first quotient; obtaining the product of the absolute value of the first quotient and a preset threshold to obtain the relative error of static tension; obtaining the difference between the second reverse torque and the third reverse torque to obtain a second difference; obtaining the quotient of the second difference and the third reverse torque to obtain a second quotient; and obtaining the product of the absolute value of the second quotient and a preset threshold to obtain the relative error of the reverse torque.

[0012] Optionally, based on the target static tension coefficient and the target anti-torque coefficient, a static tension model and an anti-torque model of the aircraft propeller are generated, including: obtaining the product of the target static tension coefficient and the second product to obtain the static tension model of the propeller test bench; obtaining the product of the target anti-torque coefficient and the third product to obtain the anti-torque model of the propeller test bench.

[0013] According to another aspect of the present invention, an aircraft propeller modeling apparatus is also provided, comprising: an acquisition module for acquiring first data of a propeller test bench and environmental data of the location of the propeller test bench; a determination module for determining a target static thrust coefficient and a target anti-torque coefficient of the aircraft propeller based on the first data and the environmental data; and a generation module for generating a static thrust model and an anti-torque model of the aircraft propeller based on the target static thrust coefficient and the target anti-torque coefficient.

[0014] According to another aspect of the present invention, an electronic device is also provided, comprising: one or more processors; a storage device for storing one or more programs; and when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the aircraft propeller modeling method of any of the above embodiments.

[0015] According to another aspect of the present invention, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored program, wherein, when the program is running, it controls the execution of the aircraft propeller modeling method of any one of the above embodiments in the processor of the device.

[0016] In this embodiment of the invention, after acquiring the first data of the propeller test bench and the environmental data of the location of the propeller test bench, the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller are determined based on the first data and the environmental data. Then, a static thrust model and an anti-torque model of the aircraft propeller are generated based on the target static thrust coefficient and the target anti-torque coefficient. It should be noted that the target static thrust coefficient and target anti-torque coefficient, jointly determined by the first data and the environmental data, can accurately reflect the actual static thrust and anti-torque of the propeller test bench during the test. Therefore, the model established based on the target static thrust coefficient and the target anti-torque coefficient can make the model data more accurate. This achieves a closer match between the data obtained from the static thrust model and the anti-torque model and the data measured in the real scene, thus improving the accuracy of the static thrust model and the anti-torque model. This solves the technical problem of low modeling accuracy due to errors in the test. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a flowchart of an aircraft propeller modeling method according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram illustrating an optional relationship between tension and rotational angular velocity according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram illustrating an optional relationship between anti-torque and rotational angular velocity according to an embodiment of the present invention;

[0021] Figure 4 This is a flowchart of an optional overall modeling method according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of an aircraft propeller modeling device according to an embodiment of the present invention. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] Example 1

[0026] According to an embodiment of the present invention, an embodiment of a modeling method for an aircraft propeller is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a modeling method for an aircraft propeller according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0028] Step S102: Obtain the first data of the propeller test bench and the environmental data of the location of the propeller test bench;

[0029] The aforementioned propeller test bench can be a test bench for testing propellers of aircraft, drones, and other flying vehicles, accurately detecting the lift, thrust, and counter-torque of the propeller. The first data can be relevant propeller data acquired by the propeller test bench during testing, including but not limited to: the first static thrust, first counter-torque, rotational speed, and diameter of the aircraft propeller. The aircraft propeller can be an air propeller that converts engine power into thrust. The first static thrust can be the static thrust value obtained based on the mass of the propeller test bench and gravitational acceleration. The first counter-torque can be all counter-torque data acquired by the propeller test bench during testing. Environmental data can be environmental data corresponding to the location of the propeller test bench during testing, including but not limited to: atmospheric density.

[0030] In one optional embodiment, during the test on the propeller test bench, the propeller test bench automatically feeds back relevant data, including but not limited to: the first counter-torque, diameter, propeller speed, and the measured mass of the propeller static thrust balance. The first static thrust is calculated based on the measured mass of the propeller static thrust balance and the gravitational acceleration according to the following formula: T=mg, where T is the first static thrust of the propeller; m is the mass of the propeller static thrust balance; and g is the local gravitational acceleration, typically taken as 9.8 m / s².

[0031] It is also necessary to acquire real-time environmental data around the propeller test bench location. The ambient temperature and atmospheric pressure are obtained using the thermometer and barometer integrated into the test bench. The atmospheric density is then calculated using the following formula based on the acquired temperature and atmospheric pressure. : Where Pre is the local atmospheric pressure in kPa and Tem is the local temperature in °C.

[0032] Step S104: Based on the first data and environmental data, determine the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller;

[0033] The target static thrust coefficient mentioned above can be a constant used to construct the static thrust model, determined by the static thrust, rotational speed, diameter of the aircraft propeller, and the atmospheric density at the propeller's location during the test. The target anti-torque coefficient can be a constant used to construct the anti-torque model, determined by the anti-torque of the aircraft propeller, rotational speed, diameter, and the atmospheric density at the propeller's location during the test.

[0034] In one optional embodiment, the motor efficiency of the propeller test bench is calculated based on data fed back from the test bench. This motor efficiency is then used to filter the first counter-torque. Data in the first counter-torque that is greater than or equal to the minimum motor efficiency and less than or equal to the maximum motor efficiency are identified as the second counter-torque. The first static thrust coefficient is then calculated using the following formula. : The first anti-torque coefficient is calculated according to the following formula. : Where ρ is the atmospheric density. Let D be the propeller rotational speed per second, T be the propeller diameter, and M be the static thrust and counter-torque. The second static thrust is then calculated using the formula. : The third counter torque is then calculated according to the formula. : The first anti-torque coefficient, atmospheric density, propeller speed, and diameter jointly determine the third anti-torque, and are directly proportional to it. The relative error of static thrust is calculated according to the formula: And calculate the relative error of the counter-torque according to the formula: If the relative error of static tension is less than the preset static tension confidence level, or the relative error of anti-torque is less than the preset anti-torque confidence level, then the second static tension and third anti-torque that do not meet the requirements are eliminated. The first static tension coefficient and the first anti-torque coefficient, as well as the second static tension and the third anti-torque, are recalculated based on the filtered second static tension and third anti-torque, until the relative error of static tension is greater than the preset static tension confidence level, and the relative error of anti-torque is also greater than the preset anti-torque confidence level. Then the loop is exited, and the first static tension coefficient and the first anti-torque coefficient are selected as the target static tension coefficient and the target anti-torque coefficient.

[0035] Step S106: Based on the target static thrust coefficient and the target anti-torque coefficient, generate the static thrust model and anti-torque model of the aircraft propeller.

[0036] The static tension model described above can be a model of the static tension of an aircraft propeller constructed based on data from the propeller test bench during testing. The anti-torque model can be a model of the anti-torque of an aircraft propeller constructed based on data from the propeller test bench during testing.

[0037] In one optional embodiment, after obtaining the target static thrust coefficient and target anti-torque coefficient that meet the requirements, the static thrust model of the aircraft propeller is obtained according to the following formula. : Among them, the target static thrust coefficient has a linear relationship with the static thrust. Since the atmospheric density and propeller diameter are relatively fixed, and the propeller speed is a positive quadratic function, the target static thrust coefficient determines the trend of static thrust and plays a crucial role. The aircraft propeller anti-torque model is obtained according to the following formula. : Among them, the target anti-torque coefficient is linearly related to the anti-torque, the atmospheric density and propeller diameter are relatively fixed, the propeller speed is a positive quadratic function, and the target anti-torque coefficient determines the trend of the anti-torque and plays a key role.

[0038] It should be noted that the static tensile force coefficient and anti-torque coefficient are fitted based on the obtained data, and a static tensile force model and an anti-torque model are further constructed. The static tensile force and anti-torque obtained from the model will be closer to the experimental data. In this embodiment of the invention, the schematic diagram of the relationship between tensile force and rotational angular velocity is shown below. Figure 2 As shown, the horizontal axis represents rotational angular velocity, the vertical axis represents tension, circles represent original data, asterisks represent accepted data, and curves represent fitted data. After modeling, the fitted data more closely matches the experimental data, better reflecting the relationship between tension and rotational angular velocity. In this embodiment of the invention, the schematic diagram of the relationship between counter-torque and rotational angular velocity is shown below. Figure 3 As shown, the horizontal axis represents the rotational angular velocity, the vertical axis represents the reverse torque, the circle represents the original data, the asterisk represents the accepted data, and the curve represents the fitted data. The reverse torque data obtained from the reverse torque model is closer to the experimental data. As the rotational angular velocity increases, the reverse torque also increases gradually.

[0039] Through the above steps, after acquiring the first data of the propeller test bench and the environmental data of its location, the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller are determined based on the first data and environmental data. This allows for the generation of static thrust and anti-torque models for the aircraft propeller. It is important to note that the target static thrust and target anti-torque coefficients, determined jointly by the first data and environmental data, accurately reflect the actual static thrust and anti-torque of the propeller test bench during testing. Therefore, the models built based on these target static thrust and anti-torque coefficients provide more accurate data, ensuring that the data obtained from the static thrust and anti-torque models more closely matches the data measured in real-world scenarios. This improves the accuracy of the static thrust and anti-torque models, thus solving the technical problem of low modeling accuracy due to errors in testing.

[0040] Furthermore, the first data includes at least: the first anti-torque of the aircraft propeller, wherein determining the target static thrust coefficient and the target anti-torque coefficient of the aircraft propeller based on the first data and environmental data includes: obtaining a second anti-torque that satisfies a first screening condition from the first anti-torque, wherein the first screening condition corresponds to the motor efficiency of the aircraft propeller; determining the target static thrust coefficient and the target anti-torque coefficient of the aircraft propeller based on the environmental data, the first data, and the second anti-torque, wherein the target static thrust coefficient is used to characterize the static thrust coefficient when all static thrust data satisfies the preset screening condition, and the target anti-torque coefficient is used to characterize the anti-torque coefficient when all anti-torque data satisfies the preset screening condition;

[0041] The first screening condition mentioned above can be a screening condition for the first anti-torque based on the motor efficiency during the aircraft propeller test. The data in the first anti-torque that is greater than or equal to the minimum motor efficiency and less than or equal to the maximum motor efficiency is determined as the second anti-torque. Here, the motor efficiency and the first anti-torque are positively correlated, and the first anti-torque can be screened based on the motor efficiency. The second anti-torque can be the anti-torque data in the first anti-torque that meets the first screening condition.

[0042] The aforementioned preset screening conditions can be preset screening conditions for static tensile force and counter-torque, including but not limited to: preset static tensile force confidence level and preset counter-torque confidence level, wherein the preset static tensile force confidence level can be a confidence level of static tensile force preset as needed, for example, it can be 95%; the preset counter-torque confidence level can be a confidence level of counter-torque preset as needed, for example, it can be 95%.

[0043] In one optional embodiment, the motor efficiency of the propeller test bench is obtained based on the first data, and the maximum and minimum motor efficiencies are determined. Data from the first counter-torque that is greater than or equal to the minimum motor efficiency and less than or equal to the maximum motor efficiency is determined as the second counter-torque. The first static tension coefficient and the first counter-torque coefficient are further calculated according to formulas, and the second static tension and the third counter-torque are further calculated to obtain the relative error of static tension and the relative error of counter-torque. If the relative error of static tension is less than a preset static tension confidence level, or the relative error of counter-torque is less than a preset static tension confidence level, data that do not meet the screening conditions are removed. The static tension coefficient and the counter-torque coefficient are fitted based on the removed data, and the static tension and counter-torque are further updated until the relative error of static tension is greater than the preset static tension confidence level and the relative error of counter-torque is greater than the preset counter-torque relative error. Then, the current static tension coefficient and the counter-torque coefficient are determined as the target static tension coefficient and the target counter-torque coefficient.

[0044] Optionally, obtaining a second anti-torque that satisfies the first screening condition from the first anti-torque includes: obtaining the motor power and shaft power of the propeller test bench; determining the motor efficiency of the propeller test bench based on the motor power and shaft power; obtaining the maximum motor efficiency and the minimum motor efficiency based on the motor efficiency; and determining the second anti-torque that satisfies the first screening condition from the first anti-torque in response to the motor efficiency being less than or equal to the maximum motor efficiency and the motor efficiency being greater than or equal to the minimum motor efficiency.

[0045] The motor power mentioned above can be the rated power of the propeller test bench motor, the maximum power that allows it to operate normally for a long period under rated voltage. Shaft power can be the work given to the pump shaft by the prime mover per unit time under a certain flow rate and head. Motor efficiency can be the ratio of motor output power to input power when the motor is running at rated speed, rated voltage, and rated current. Maximum motor efficiency can be the highest operating efficiency of the motor during operation. Minimum motor efficiency can be the lowest operating efficiency of the motor during operation.

[0046] In one optional embodiment, the motor power P is calculated using the formula P=UI based on the voltage and current feedback from the propeller test bench, where U is the voltage and I is the current. The propeller's rotational angular velocity is then calculated using the formula based on the propeller's rotational speed. : Therefore, the shaft power N can be calculated using the following formula: N = M Where M is the first counter-torque. The motor efficiency η of the propeller test bench is calculated according to the following formula: η=P / N, and the data that is less than or equal to the maximum motor efficiency and greater than or equal to the minimum motor efficiency is determined as the second counter-torque.

[0047] Optionally, the first data further includes: a first static thrust of the aircraft propeller, wherein determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on environmental data, the first data, and a second anti-torque includes: fitting the first static thrust coefficient and the first anti-torque coefficient based on the first data, the second anti-torque, and environmental data; fitting the second static thrust and the third anti-torque based on the first static thrust coefficient and the first anti-torque coefficient; obtaining the static thrust relative error between the second static thrust and the first static thrust, and the anti-torque relative error between the second anti-torque and the third anti-torque; responding to the static thrust... If the relative error does not meet the preset static tension confidence level, or the relative error of the anti-torque does not meet the preset anti-torque confidence level, the steps of fitting to obtain the first static tension coefficient and the first anti-torque coefficient, fitting to obtain the second static tension and the third anti-torque, and obtaining the relative error of static tension and the relative error of anti-torque are repeated until the relative error of static tension meets the preset static tension confidence level and the relative error of anti-torque meets the preset anti-torque confidence level. The static tension coefficient corresponding to meeting the preset static tension confidence level is determined as the target static tension coefficient, and the anti-torque coefficient corresponding to meeting the preset anti-torque confidence level is determined as the target anti-torque coefficient.

[0048] The aforementioned first static thrust coefficient can be calculated based on the latest selected first static thrust. The first anti-torque coefficient can be calculated based on the latest selected second anti-torque. The second static thrust can be calculated based on the updated first static thrust coefficient. The third anti-torque can be calculated based on the updated first anti-torque coefficient. The static thrust relative error can be the relative error between the first and second static thrust. The anti-torque relative error can be the relative error between the second and third static thrust.

[0049] In one optional embodiment, the first static tensile force coefficient and the first anti-torque coefficient are calculated from the second anti-torque, the first data, and the atmospheric density, and then the second static tensile force and the third anti-torque are obtained. This allows for the calculation of the relative error of the static tensile force before and after fitting the static tensile force coefficient, and the relative error of the anti-torque coefficient. If the relative error of the static tensile force is less than a preset static tensile force confidence level, or the relative error of the anti-torque is less than a preset anti-torque confidence level, then data that does not meet the screening criteria are discarded. The process then iteratively fits the first static tensile force coefficient and the first anti-torque coefficient, as well as the second static tensile force and the third anti-torque, according to the formula, until the relative error of the static tensile force is greater than and equal to the preset static tensile force confidence level, and the relative error of the anti-torque is greater than and equal to the preset anti-torque confidence level. At this point, the first static tensile force coefficient and the first anti-torque coefficient are determined as the target static tensile force coefficient and the target anti-torque coefficient.

[0050] Furthermore, the first data also includes: the rotational speed and diameter of the aircraft propeller, and the environmental data includes at least: atmospheric density. Based on the first data, the second anti-torque, and the environmental data, the first static thrust coefficient and the second anti-torque coefficient are fitted to obtain the following: obtaining the product of atmospheric density and the square of the aircraft propeller rotational speed to obtain the first product; obtaining the product of the first product and the fourth power of the propeller diameter to obtain the second product; obtaining the quotient of the first static thrust and the second product to obtain the first static thrust coefficient; obtaining the product of the first product and the fifth power of the propeller diameter to obtain the third product; and obtaining the quotient of the second anti-torque and the third product to obtain the first anti-torque coefficient.

[0051] The aforementioned propeller speed refers to the propeller's rotational speed per second. The propeller diameter refers to the diameter of the main rotor. The first product can be obtained by multiplying the atmospheric density by the square of the propeller speed. The second product can be obtained by multiplying the first product by the fourth power of the propeller diameter. The third product can be obtained by multiplying the first product by the fifth power of the propeller diameter.

[0052] In one alternative embodiment, the first static tensile force coefficient is calculated according to the following formula. : The first counter-torque coefficient is calculated according to the following formula. : .

[0053] Optionally, based on the first static tensile force coefficient and the first anti-torque coefficient, fitting the second static tensile force and the third anti-torque includes: obtaining the product of the first static tensile force coefficient and the second product to obtain the second static tensile force; obtaining the product of the first anti-torque coefficient and the third product to obtain the third anti-torque.

[0054] In one alternative embodiment, according to the following formula The third counter-torque is then calculated using the following formula: .

[0055] Optionally, obtaining the relative error of static tension between the second static tension force and the first static tension force, and the relative error of the reverse torque between the second reverse torque and the first reverse torque, includes: obtaining the difference between the first static tension force and the second static tension force to obtain a first difference; obtaining the quotient of the first difference and the second static tension force to obtain a first quotient; obtaining the product of the absolute value of the first quotient and a preset threshold to obtain the relative error of static tension; obtaining the difference between the second reverse torque and the third reverse torque to obtain a second difference; obtaining the quotient of the second difference and the third reverse torque to obtain a second quotient; and obtaining the product of the absolute value of the second quotient and a preset threshold to obtain the relative error of the reverse torque.

[0056] The first difference mentioned above can be the difference between the first static tensile force and the second static tensile force. The first quotient can be the quotient obtained by dividing the first difference by the second static tensile force. The preset threshold can be a pre-set threshold used for calculation, for example, it can be 100%. The second difference can be the difference between the second counter-torque and the third counter-torque. The second quotient can be the quotient obtained by dividing the second difference by the third counter-torque.

[0057] In an alternative embodiment, the relative error of static tensile force is calculated according to the following formula. : The relative error of the reverse torque is calculated according to the following formula. : .

[0058] Optionally, based on the target static tension coefficient and the target anti-torque coefficient, a static tension model and an anti-torque model of the aircraft propeller are generated, including: obtaining the product of the target static tension coefficient and the second product to obtain the static tension model of the propeller test bench; obtaining the product of the target anti-torque coefficient and the third product to obtain the anti-torque model of the propeller test bench.

[0059] In one alternative embodiment, determine For the static tensile force model of the propeller test bench; determine This is the anti-torque model of the propeller test bench.

[0060] The following is combined with Figure 4 A preferred embodiment of the present invention will be described in detail, such as... Figure 4 As shown, the motor efficiency is calculated based on experimental data from the propeller test bench. Unreliable anti-torque data in the first anti-torque is eliminated based on the motor efficiency to obtain the second anti-torque. Then, based on the first data, the second anti-torque, and the atmospheric density, the static thrust coefficient and anti-torque coefficient are fitted, and the static thrust and anti-torque are fitted. Unreliable static thrust and anti-torque data are eliminated based on the confidence level to improve the confidence level. Finally, the static thrust model and anti-torque model of the aircraft propeller are constructed based on the static thrust coefficient and anti-torque coefficient that meet the confidence level.

[0061] Example 2

[0062] According to another aspect of the present invention, an aircraft propeller modeling device is also provided. This device can execute the aircraft propeller modeling method of the above embodiments. The specific implementation method and preferred application scenarios are the same as those of the above embodiments, and will not be repeated here.

[0063] Figure 5 This is a schematic diagram of a modeling device for an aircraft propeller according to an embodiment of the present invention, as shown below. Figure 5 As shown, the device includes the following components: an acquisition module 50, a determination module 52, and a generation module 54.

[0064] The acquisition module 50 is used to acquire the first data of the propeller test bench and the environmental data of the location of the propeller test bench.

[0065] Module 52 is used to determine the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the first data and environmental data.

[0066] The generation module 54 is used to generate the static thrust model and the anti-torque model of the aircraft propeller based on the target static thrust coefficient and the target anti-torque coefficient.

[0067] Optionally, the determining module includes: a first acquiring unit, configured to acquire a second anti-torque that satisfies a first screening condition from the first anti-torque, wherein the first screening condition corresponds to the motor efficiency of the aircraft propeller; and a first determining unit, configured to determine the target static thrust coefficient and the target anti-torque coefficient of the aircraft propeller based on environmental data, the first data, and the second anti-torque, wherein the target static thrust coefficient is used to characterize the static thrust coefficient when all static thrust data satisfy the preset screening condition, and the target anti-torque coefficient is used to characterize the anti-torque coefficient when all anti-torque data satisfy the preset screening condition.

[0068] Optionally, the first acquisition unit includes: a first acquisition subunit for acquiring the motor power and shaft power of the propeller test bench; a first determination subunit for determining the motor efficiency of the propeller test bench based on the motor power and shaft power; a second acquisition subunit for acquiring the maximum motor efficiency and the minimum motor efficiency based on the motor efficiency; and a second determination subunit for determining a second anti-torque that satisfies the first screening condition in response to the motor efficiency being less than or equal to the maximum motor efficiency and greater than or equal to the minimum motor efficiency.

[0069] Optionally, the first determining unit includes: a first fitting subunit, used to fit a first static tensile force coefficient and a first anti-torque coefficient based on the first data, the second anti-torque, and environmental data; a second fitting subunit, used to fit a second static tensile force and a third anti-torque based on the first static tensile force coefficient and the first anti-torque coefficient; a third acquiring subunit, used to acquire the static tensile force relative error between the second static tensile force and the first static tensile force, and the anti-torque relative error between the second anti-torque and the third anti-torque; and a looping subunit, used to respond to situations where the static tensile force relative error does not meet a preset static tensile force confidence level. If the relative error of the anti-torque does not meet the preset anti-torque confidence level, the steps of fitting to obtain the first static tensile force coefficient and the first anti-torque coefficient, fitting to obtain the second static tensile force and the third anti-torque, and obtaining the relative error of static tensile force and the relative error of anti-torque are repeated until the relative error of static tensile force meets the preset static tensile force confidence level and the relative error of anti-torque meets the preset anti-torque confidence level; the third determining subunit is used to determine the static tensile force coefficient corresponding to the preset static tensile force confidence level as the target static tensile force coefficient, and the anti-torque coefficient corresponding to the preset anti-torque confidence level as the target anti-torque coefficient.

[0070] Optionally, the first fitting subunit further includes: obtaining the product of atmospheric density and the square of the aircraft propeller speed to obtain a first product value; obtaining the product of the first product value and the fourth power of the propeller diameter to obtain a second product value; obtaining the quotient of the first static thrust and the second product value to obtain a first static thrust coefficient; obtaining the product of the first product value and the fifth power of the propeller diameter to obtain a third product value; and obtaining the quotient of the second counter-torque and the third product value to obtain a first counter-torque coefficient.

[0071] Optionally, the second fitting subunit further includes: obtaining the product of the first static tensile force coefficient and the second product to obtain the second static tensile force; and obtaining the product of the first anti-torque coefficient and the third product to obtain the third anti-torque.

[0072] Optionally, the third acquisition subunit further includes: acquiring the difference between the first static tensile force and the second static tensile force to obtain a first difference; acquiring the quotient of the first difference and the second static tensile force to obtain a first quotient; acquiring the product of the absolute value of the first quotient and a preset threshold to obtain a relative error of the static tensile force; acquiring the difference between the second counter-torque and the third counter-torque to obtain a second difference; acquiring the quotient of the second difference and the third counter-torque to obtain a second quotient; and acquiring the product of the absolute value of the second quotient and a preset threshold to obtain a relative error of the counter-torque.

[0073] Optionally, the generation module includes: a second acquisition unit, used to acquire the product of the target static tensile force coefficient and the second product to obtain the static tensile force model of the propeller test bench; and a third acquisition unit, used to acquire the product of the target anti-torque coefficient and the third product to obtain the anti-torque model of the propeller test bench.

[0074] Example 3

[0075] According to another aspect of the present invention, an electronic device is also provided, comprising: one or more processors; a storage device for storing one or more programs; and when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the aircraft propeller modeling method of any of the above embodiments.

[0076] Example 4

[0077] According to another aspect of the present invention, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored program, wherein, when the program is running, it controls the execution of the aircraft propeller modeling method of any one of the above embodiments in the processor of the device.

[0078] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0079] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0080] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0081] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0082] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0083] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0084] The above description is only a preferred embodiment of the present invention. 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 present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for modeling an aircraft propeller, characterized in that, include: Acquire first data of the propeller test bench and environmental data of the location of the propeller test bench; Based on the first data and the environmental data, the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller are determined. Based on the target static thrust coefficient and the target anti-torque coefficient, the static thrust model and anti-torque model of the aircraft propeller are generated; The first data includes at least: a first anti-torque of the aircraft propeller. Determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the first data and the environmental data includes: obtaining a second anti-torque from the first anti-torque that satisfies a first screening condition, wherein the first screening condition corresponds to the motor efficiency of the aircraft propeller; and determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the environmental data, the first data, and the second anti-torque, wherein the target static thrust coefficient characterizes the static thrust coefficient when all static thrust data satisfies a preset screening condition, and the target anti-torque coefficient characterizes the anti-torque coefficient when all anti-torque data satisfies a preset screening condition. The first data further includes: a first static thrust of the aircraft propeller, wherein determining the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the environmental data, the first data, and the second anti-torque includes: fitting the first static thrust coefficient and the first anti-torque coefficient based on the first data, the second anti-torque, and the environmental data; fitting the second static thrust and the third anti-torque based on the first static thrust coefficient and the first anti-torque coefficient; obtaining the static thrust relative error between the second static thrust and the first static thrust, and the anti-torque relative error between the second anti-torque and the third anti-torque; responding to the static thrust... If the relative error of the force does not meet the preset static tension confidence level, or the relative error of the anti-torque does not meet the preset anti-torque confidence level, the steps of fitting to obtain the first static tension coefficient and the first anti-torque coefficient, fitting to obtain the second static tension and the third anti-torque, and obtaining the relative error of the static tension and the relative error of the anti-torque are repeated until the relative error of the static tension meets the preset static tension confidence level and the relative error of the anti-torque meets the preset anti-torque confidence level; the static tension coefficient corresponding to the preset static tension confidence level is determined as the target static tension coefficient, and the anti-torque coefficient corresponding to the preset anti-torque confidence level is determined as the target anti-torque coefficient.

2. The method according to claim 1, characterized in that, Obtaining a second counter-torque that satisfies the first screening condition from the first counter-torque includes: Obtain the motor power and shaft power of the propeller test bench; Based on the motor power and the shaft power, determine the motor efficiency of the propeller test bench; Based on the motor efficiency, obtain the maximum and minimum motor efficiency; In response to the motor efficiency being less than or equal to the maximum motor efficiency and the motor efficiency being greater than or equal to the minimum motor efficiency, a second reverse torque that satisfies the first screening condition is determined from the first reverse torque.

3. The method according to claim 1, characterized in that, The first data also includes: the rotational speed and diameter of the aircraft propeller, and the environmental data includes at least: atmospheric density, wherein, based on the first data, the second anti-torque, and the environmental data, a first static thrust coefficient and a second anti-torque coefficient are fitted, including: Obtain the product of the atmospheric density and the square of the aircraft propeller speed to get the first product value; The second product is obtained by multiplying the first product value by the fourth power of the propeller diameter. The quotient of the first static tensile force and the second product value is obtained to obtain the first static tensile force coefficient; Obtain the product of the first product value and the fifth power of the propeller diameter to get the third product value; The quotient of the product of the second counter-torque and the third product is obtained to obtain the first counter-torque coefficient.

4. The method according to claim 1, characterized in that, Based on the first static tensile force coefficient and the first anti-torque coefficient, the second static tensile force and the third anti-torque are fitted, including: Obtain the product of the first static tensile force coefficient and the second product value to obtain the second static tensile force; The product of the first anti-torque coefficient and the third product is obtained to obtain the third anti-torque.

5. The method according to claim 1, characterized in that, Obtaining the relative error of static tension between the second static tensile force and the first static tensile force, and the relative error of reverse torque between the second reverse torque and the first reverse torque, includes: Obtain the difference between the first static tensile force and the second static tensile force to obtain the first difference; The quotient of the first difference and the second static tensile force is obtained to obtain the first quotient. The product of the absolute value of the first quotient and a preset threshold is obtained to obtain the relative error of the static tensile force; The difference between the second counter-torque and the third counter-torque is obtained to obtain the second difference. The quotient of the second difference and the third counter-torque is obtained to obtain the second quotient. The relative error of the anti-torque is obtained by multiplying the absolute value of the second quotient by a preset threshold.

6. The method according to claim 1, characterized in that, Based on the target static thrust coefficient and the target anti-torque coefficient, a static thrust model and an anti-torque model for the aircraft propeller are generated, including: Obtain the product of the target static tensile force coefficient and the second product value to obtain the static tensile force model of the propeller test bench; The product of the target anti-torque coefficient and the third product is obtained to obtain the anti-torque model of the propeller test bench.

7. A modeling device for an aircraft propeller, characterized in that, include: The acquisition module is used to acquire first data of the propeller test bench and environmental data of the location of the propeller test bench. The determination module is used to determine the target static thrust coefficient and target anti-torque coefficient of the aircraft propeller based on the first data and the environmental data; A generation module is used to generate a static thrust model and an anti-torque model of the aircraft propeller based on the target static thrust coefficient and the target anti-torque coefficient. The first data includes at least the first anti-torque of the aircraft propeller. The determining module includes: a first acquisition unit, configured to acquire a second anti-torque that satisfies a first screening condition from the first anti-torque, wherein the first screening condition corresponds to the motor efficiency of the aircraft propeller; and a first determining unit, configured to determine a target static thrust coefficient and a target anti-torque coefficient of the aircraft propeller based on the environmental data, the first data, and the second anti-torque, wherein the target static thrust coefficient is used to characterize the static thrust coefficient when all static thrust data satisfies the preset screening condition, and the target anti-torque coefficient is used to characterize the anti-torque coefficient when all anti-torque data satisfies the preset screening condition. The first data further includes: a first static thrust of the aircraft propeller; the first determining unit includes: a first fitting subunit, used to fit a first static thrust coefficient and a first anti-torque coefficient based on the first data, the second anti-torque, and the environmental data; a second fitting subunit, used to fit a second static thrust and a third anti-torque based on the first static thrust coefficient and the first anti-torque coefficient; a third acquiring subunit, used to acquire the static thrust relative error between the second static thrust and the first static thrust, and the anti-torque relative error between the second anti-torque and the third anti-torque; and a looping subunit, used to respond to situations where the static thrust relative error does not meet a pre-defined threshold. If the static tension confidence level or the relative error of the anti-torque does not meet the preset anti-torque confidence level, the steps of fitting to obtain the first static tension coefficient and the first anti-torque coefficient, fitting to obtain the second static tension and the third anti-torque, and obtaining the relative error of the static tension and the relative error of the anti-torque are repeated until the relative error of the static tension meets the preset static tension confidence level and the relative error of the anti-torque meets the preset anti-torque confidence level; a third determining subunit is used to determine the static tension coefficient corresponding to the preset static tension confidence level as the target static tension coefficient, and the anti-torque coefficient corresponding to the preset anti-torque confidence level as the target anti-torque coefficient.

8. An electronic device, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the modeling method for an aircraft propeller as described in any one of claims 1-6.

9. A non-volatile storage medium, characterized in that, The non-volatile storage medium includes a stored program, wherein, when the program is executed, it controls the execution of the aircraft propeller modeling method according to any one of claims 1-6 in the processor of the device.

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