Aircraft energy consumption calculation method considering wind field influence

Abstract

The application provides a kind of aircraft energy consumption calculation method considering the influence of wind field, which comprises: obtaining the attitude angle, true airspeed and wind gradient of the wind field where the aircraft is located when the aircraft is flying;According to the aerodynamic data of the aircraft, the drag D of the aircraft when flying is calculated;According to the mass m of the aircraft, the drag D, the true airspeed, the wind gradient and the attitude angle, the energy change rate of the aircraft is calculated.The technical scheme of the application is used to solve the technical problem of lack of energy consumption calculation method considering the influence of wind field in the prior art, which leads to low accuracy of energy consumption analysis result.

Description

Technical Field

[0001] This invention relates to the field of aerospace vehicle overall design technology, and in particular to a method for calculating vehicle energy consumption that takes into account the influence of wind fields. Background Technology

[0002] Near-space low-dynamic aircraft, represented by solar-powered unmanned aerial vehicles (UAVs), represent a significant direction for the development of future high-altitude, ultra-long-endurance aircraft. They possess characteristics such as high flight altitude, extremely long endurance (e.g., weekly, monthly, or even yearly loiter times), superior maneuverability compared to satellites, ease of use and maintenance, and high overall cost-effectiveness, exhibiting application features similar to "pseudo-satellites." Through modular payload replacement, they can play a crucial role in fields such as communication relay, remote sensing surveillance, technical reconnaissance, meteorological detection, and strategic early warning, demonstrating broad market demand and application promotion value.

[0003] To achieve high-altitude, long-endurance flight, solar-powered UAVs are generally designed with low wing loading (e.g., 2–4 kg / m²) and low flight speed (e.g., 8–10 m / s at sea level) to maintain low energy consumption, achieve energy balance, and meet expected performance targets. A significant problem with low wing loading and low speed is that UAVs are highly sensitive to wind fluctuations during flight. Wind speeds can easily be comparable to the UAV's flight speed, resulting in zero or negative ground speeds, or significant differences in actual energy consumption across different flight paths, which is detrimental to flight safety and optimal performance. Traditional low-speed or high-speed aircraft, on the other hand, have relatively high wing loading and strong wind resistance. Furthermore, their power comes from fuel-powered engines that generate relatively high power, making the energy consumption impact of typical external wind fields negligible. For high-altitude, long-endurance UAVs like solar-powered drones, achieving this requires precise adjustments to solar energy collection and system energy consumption. Wind field influence is particularly significant; even a moderate level of wind can have a substantial impact on energy consumption. Therefore, the assumption of minimizing wind field impact in traditional analyses is insufficient, and existing analytical methods lack comprehensive theoretical and experimental support. Summary of the Invention

[0004] To address one of the problems existing in the prior art, this invention provides a method for calculating aircraft energy consumption that takes into account the influence of wind fields.

[0005] According to one aspect of the present invention, a method for calculating the energy consumption of an aircraft considering the influence of wind fields is provided, the method comprising:

[0006] Obtain the aircraft's attitude angle, vacuum velocity, and wind gradient of the wind field where the aircraft is located during flight;

[0007] Calculate the drag D of the aircraft during flight based on the aerodynamic data of the aircraft;

[0008] The energy change rate of the aircraft is calculated based on the aircraft's mass m, drag D, vacuum speed, wind gradient, and attitude angle.

[0009] Furthermore, the attitude angle is a preset attitude angle obtained based on a preset flight path, and the wind gradient is a predicted wind gradient calculated based on the preset flight path and historical wind field data of the preset flight area.

[0010] Furthermore, the preset attitude angles include the preset pitch angle θ and the preset yaw angle ψ.

[0011] Furthermore, the predicted wind gradient includes the predicted wind gradient along the north axis of the wind field in the N-E-Geometry coordinate system. East Axis Predicted Wind Gradient and Earth axis predicted wind gradient

[0012] Furthermore, the vacuum velocity is the predicted vacuum velocity, which is obtained through... The calculation yields, where V a The predicted vacuum velocity is represented by g, g represents gravitational acceleration, t represents time, and W represents time. x W y and W z These represent the components of the predicted wind speed along the north axis, east axis, and earth axis, respectively.

[0013] Furthermore, the rate of energy change is used to predict the rate of energy change, which is achieved through... The calculation yielded that, This indicates the predicted rate of energy change.

[0014] Furthermore, attitude angles are the navigation attitude angles during the actual flight of the aircraft. Navigation attitude angles include the navigation pitch angle θ' and the navigation yaw angle ψ'. Vacuum speed is the actual vacuum speed, which is obtained through… The calculation yields, where V′ a The actual vacuum velocity is represented by P, the pitot tube static pressure measured by the aircraft, R, gas constant, and T, the atmospheric temperature measured by the aircraft. i This indicates the airspeed measured by the aircraft.

[0015] Furthermore, the wind gradient is based on the aircraft's navigation speed and actual vacuum speed V′ during actual flight. a And the inverted wind gradient calculated from the navigation attitude angle, and the navigation velocity including the northbound navigation velocity V′ n and eastward navigation speed V′ e The inverted wind gradient includes the inverted north axis wind gradient. and inversion of the east axial wind gradient

[0016] Furthermore, the inverted north axis wind gradient at each moment is calculated using the following formula. and inversion of the east axial wind gradient

[0017]

[0018]

[0019]

[0020]

[0021]

[0022] In the above formula, W t ' represents the inverted wind speed of the wind field where the aircraft is located at time t, γ represents the track angle, γ' represents the corrected track angle, W w_t W′ represents the inverted wind direction of the wind field where the spacecraft is located at time t. w_t This represents the corrected inverted wind direction of the wind field where the aircraft is located at time t. This represents the inverted north axis wind gradient of the wind field where the spacecraft is located at time t. Δt represents the inverted east-axis wind gradient of the wind field where the aircraft is located at time t, and Δt represents the time interval between two adjacent times.

[0023] Furthermore, the rate of energy change is the inverted rate of energy change, which is obtained through... The calculation yielded that, This represents the rate of change of energy during inversion.

[0024] The present invention provides a method for calculating the energy consumption of an aircraft that takes into account the influence of wind fields. By introducing the wind gradient as a wind field parameter into the calculation of the energy change rate of the aircraft, this method can obtain more refined energy consumption analysis results, thereby guiding flight path design, formulating emergency plans, optimizing flight strategies, and evaluating the flight performance of the aircraft. Attached Figure Description

[0025] The accompanying drawings, which form part of this specification, are provided to further illustrate embodiments of the invention and, together with the textual description, explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0026] Figure 1A flowchart illustrating an aircraft energy consumption calculation method considering wind field effects, according to a specific embodiment of the present invention, is shown.

[0027] Figure 2 A schematic diagram illustrating the vector triangle relationship between ground speed, wind speed, and vacuum speed according to a specific embodiment of the present invention is shown.

[0028] Figure 3 A comparison diagram of inverted wind speed and measured wind speed provided according to a specific embodiment of the present invention is shown;

[0029] Figure 4 A comparison diagram of inverted wind direction and measured wind direction provided by a specific embodiment of the present invention is shown;

[0030] Figure 5 A schematic diagram of quadrant division of a circular track according to a specific embodiment of the present invention is shown;

[0031] Figure 6 It shows that Figure 5 A schematic diagram illustrating the predicted energy consumption distribution pattern using a clockwise circular flight path as an example.

[0032] Figure 7 It shows that Figure 5 A schematic diagram illustrating the predicted energy consumption distribution pattern using a circular trajectory flying counterclockwise as an example. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0036] like Figure 1 As shown, according to a specific embodiment of the present invention, a method for calculating the energy consumption of an aircraft considering the influence of wind fields is provided. The method includes:

[0037] S1, obtain the attitude angle, vacuum velocity and wind gradient of the wind field where the aircraft is located during flight;

[0038] S2, calculate the drag D of the aircraft during flight based on the aerodynamic data of the aircraft;

[0039] S3 calculates the energy change rate of the aircraft based on its mass m, drag D, vacuum speed, wind gradient, and attitude angle.

[0040] This configuration provides a method for calculating aircraft energy consumption that considers the influence of wind fields. By incorporating the wind gradient, a wind field parameter, into the calculation of the aircraft's energy change rate, this method yields more refined energy consumption analysis results. This allows for guidance in flight path design, contingency plan development, flight strategy optimization, and aircraft performance evaluation. Compared to existing technologies, this invention addresses the problem of low accuracy in energy consumption analysis results due to the lack of wind field-considered energy consumption calculation methods in current technologies.

[0041] In this invention, the drag D is calculated based on existing aerodynamic data in the aircraft design. The attitude angle, vacuum speed, and wind gradient can be either predicted values ​​before the aircraft takes flight or actual values ​​measured during or after flight. When predicted values ​​are used, the wind field energy consumption of the aircraft during flight can be simulated and analyzed to guide trajectory design and finely control the energy consumption of the aircraft during flight. At the same time, corresponding emergency plans can be formulated and flight strategies optimized based on the analysis results, effectively utilizing the external wind field to reduce energy consumption while ensuring flight safety. When actual values ​​are used, the flight performance of the aircraft can be evaluated in detail using the analysis results, providing support for the improvement and optimization design of the aircraft.

[0042] In one embodiment of the present invention, the attitude angle is a preset attitude angle obtained based on a preset flight path, and the wind gradient is a predicted wind gradient calculated based on the preset flight path and historical wind field data of the preset flight area. The historical wind field data refers to the regular wind field data monitored over the years within the flight area. This method allows for the analysis and evaluation of energy consumption before flight, guiding flight path design, finely controlling energy consumption during flight, and enabling the development of corresponding contingency plans and optimization of flight strategies based on the analysis results. This ensures flight safety while effectively utilizing external wind fields to reduce energy consumption.

[0043] In this embodiment, the preset attitude angles include a preset pitch angle θ and a preset yaw angle ψ, and the predicted wind gradient includes the predicted wind gradient along the north axis of the wind field in the N-E-Ground coordinate system. East Axis Predicted Wind Gradient and Earth axis predicted wind gradient Vacuum velocity is the predicted vacuum velocity, and the predicted vacuum velocity passes through... The calculation yields, where V a The predicted vacuum velocity is represented by g, g represents gravitational acceleration, t represents time, and W represents time. x W y and W z These represent the components of the predicted wind speed along the north axis, east axis, and earth axis, respectively. The energy change rate is the predicted energy change rate, which is obtained through... The calculation yielded that, This indicates the predicted rate of energy change.

[0044] The theoretical derivation process for the above-mentioned predicted rate of energy change is as follows:

[0045] 1) Establish the flight dynamics equations of the aircraft. Based on the attitude angle information, the transformation matrix between the body coordinate system and the ground inertial coordinate system, and Newton's second law, the following flight dynamics equations can be obtained:

[0046]

[0047] Where L is the lift of the aircraft during flight, x, y and z are the components of the aircraft's position on the three axes in the North-East-Earth inertial coordinate system, and the superscript "··" of the variable indicates the second derivative of the variable.

[0048] 2) Establish the kinematic equations of the aircraft. The equations are as follows:

[0049]

[0050] Among them, W x W y and W z These represent the components of wind speed on the three axes of the ground inertial coordinate system. The superscript "·" on the variable indicates the first derivative of that variable, i.e., the wind gradient on the corresponding axis.

[0051] Combining the above flight dynamics equations and kinematic equations, the derivative of the vacuum velocity can be obtained as follows:

[0052]

[0053] The vacuum velocity can be obtained from the derivative of this vacuum velocity as follows:

[0054]

[0055] 3) Establish a wind field energy consumption analysis model. In the North-East-Earth inertial coordinate system, the total mechanical energy of the aircraft is the sum of its gravitational potential energy and kinetic energy, i.e. Where E represents the predicted energy of the aircraft, taking horizontal wind as an example (W z =0), the predicted rate of energy change can be obtained. as follows:

[0056]

[0057] The wind speed derivatives with respect to time along the x and y directions can be written independently as derivatives with respect to other intermediate parameters η and ξ, as shown in the following equations:

[0058]

[0059]

[0060] The formula for the predicted rate of change of energy of an aircraft can then be transformed into:

[0061]

[0062] In this way, the intermediate parameters η and ξ can be analyzed. The meanings of η and ξ are determined according to the specific situation, which will be illustrated in the following examples and will not be repeated here.

[0063] 4) Perform energy consumption analysis based on the wind farm energy consumption analysis model. When This indicates that the aircraft can obtain energy from the external wind field. This indicates that the aircraft needs to consume additional energy due to the influence of external wind fields. Because of -V a D < 0 and mV a >0, we can conclude that:

[0064] The necessary conditions for an aircraft to obtain energy from an external wind field are:

[0065]

[0066] The necessary condition for an aircraft to generate additional flight energy consumption due to wind field influence is:

[0067]

[0068] In another embodiment of the present invention, the attitude angle is the navigation attitude angle during the actual flight of the aircraft, including the navigation pitch angle θ' and the navigation yaw angle ψ', and the vacuum speed is the actual vacuum speed, which is obtained by... The calculation yields, where V′ a The actual vacuum velocity is represented by P, the pitot tube static pressure measured by the aircraft, R, gas constant, and T, the atmospheric temperature measured by the aircraft. i This represents the airspeed measured by the aircraft. The wind gradient is based on the aircraft's navigation speed and actual vacuum speed V′ during actual flight. a And the inverted wind gradient calculated from the navigation attitude angle, and the navigation velocity including the northbound navigation velocity V′ n and eastward navigation speed V′ e The inverted wind gradient includes the inverted north axis wind gradient. and inversion of the east axial wind gradient

[0069] In this way, wind field conditions and energy consumption can be identified by inverting data from telemetry data or onboard memory data during the flight of the aircraft. The analysis results can be used to evaluate the flight performance of the aircraft in detail, providing support for the improvement and optimization design of the aircraft.

[0070] Based on this embodiment, the inverted north axis wind gradient at each moment is calculated using the following formula. and inversion of the east axial wind gradient

[0071]

[0072]

[0073]

[0074]

[0075]

[0076] In the above formula, W t ' represents the inverted wind speed of the wind field where the aircraft is located at time t, γ represents the track angle, γ' represents the corrected track angle, W w_t W′ represents the inverted wind direction of the wind field where the spacecraft is located at time t. w_t This represents the corrected inverted wind direction of the wind field where the aircraft is located at time t. This represents the inverted north axis wind gradient of the wind field where the spacecraft is located at time t. Δt represents the inverted east-axis wind gradient of the wind field where the aircraft is located at time t, and Δt represents the time interval between two adjacent times.

[0077] In this embodiment, the wind field is a horizontal wind field, and the derivation process of the inverted wind gradient is as follows:

[0078] 1) Establish an inversion wind speed analysis model. For example... Figure 2 As shown, during the flight of the aircraft, the absolute speed (ground speed V), the relative speed (inverted wind speed W'), and the entrainment speed (actual vacuum speed V′) are... a They satisfy a vector triangle relationship Since flight control systems typically employ a sideslip-free control strategy, ensuring that the direction of the actual vacuum velocity aligns with the aircraft's heading, the inverted wind speed W' can be calculated based on the geometric relationships between triangles as follows:

[0079]

[0080] Wherein, γ' is the corrected track angle, obtained after correction of the track angle γ. The track angle γ represents the angle between the ground speed V and the north axis of the north-east-ground inertial coordinate system. The ground speed V and the track angle γ can be obtained from the northward navigation speed V′ calculated by the inertial navigation equipment. n and eastward navigation speed V′ e The calculation yields the following formula:

[0081]

[0082]

[0083] Since the calculated range of γ is [0°, 90°], the corrected track angle γ' can be obtained by correcting the constraint to the interval [0°, 360°] using the following method:

[0084] When V′ e ≥0 and V′ n When ≥0, γ'=γ;

[0085] When V′e ≥0 and V′ n When <0, γ' = 360° - γ;

[0086] When V′ e <0 and V′ n When <0, γ' = 180° + γ;

[0087] When V′ e <0 and V′ n When ≥0, γ'=180°-γ.

[0088] The actual vacuum velocity V′ in the inverted wind speed W' a It cannot be directly measured, but the total pressure and static pressure information can be obtained through the pitot tube, combined with the airspeed V measured by the atmospheric data sensor. i The calculation is as follows:

[0089]

[0090] Where ρ represents the ambient atmospheric density at the aircraft's location, a value that is generally not directly obtainable from onboard sensors but can be obtained through [other means]. Simplified calculations yield the following: P can be approximated as the static pressure directly measured by the pitot tube; R is the gas constant, typically taken as 287.05; and the atmospheric temperature T can be directly measured by onboard sensors. If the aircraft lacks an external atmospheric temperature sensor, the atmospheric temperature T can be approximated using the following formula:

[0091]

[0092] Where T0 is a constant value of 288.15, and H is the altitude of the aircraft in meters, which can be directly measured by the airborne GPS sensor or barometric altimeter.

[0093] At this point, the ground speed V, the corrected track angle γ', and the actual vacuum speed V′ are... a The specific value can be calculated by substituting it into the formula for inverting wind speed W'. Those skilled in the art should understand that the value of inverted wind speed W' changes with time and is calculated based on data such as attitude angle and navigation speed at each time.

[0094] 2) Establish an inversion wind direction analysis model. The wind speed W' and the actual vacuum velocity V' are inverted from the absolute velocity (ground speed V), the relative velocity, and the entrainment velocity. a The inverted wind direction W can be obtained from the vector triangle relationship between them. w The calculation formula is as follows:

[0095]

[0096] The calculated inversion wind direction range is between -90° and 90°. Wind direction is defined as the direction from which the wind blows. For example, a 90° wind means the wind is blowing from a 90° direction, which is due east, and a 0° wind means the wind is blowing from a 0° direction, which is due north. Therefore, the wind field direction needs to be within [-90°, 90°]. Figure 2 Based on the vector direction shown, rotate 180° clockwise (or counterclockwise) to correct the inverted wind direction to the range of [0°, 360°) using the following method, thus obtaining the corrected inverted wind direction W′. w :

[0097] When V′ e ≥0 and V′ n When ≥0, W′ w =W w +180;

[0098] When V′ e ≥0 and V′ n When <0, W′ w =W w +360;

[0099] When V′ e <0 and V′ n When <0, W′ w =W w ;

[0100] When V′ e <0 and V′ n When ≥0, W′ w =W w +180.

[0101] Those skilled in the art should understand that the corrected inversion wind direction W′ w The value changes with time and is calculated based on the attitude angle, navigation speed, and actual vacuum speed at each time.

[0102] 3) Calculate the inverted wind gradient. Based on the established inverted wind speed analysis model and inverted wind direction analysis model, the wind gradient distribution of the horizontal wind field along the north axis (x-axis) and east axis (y-axis) in the north-east-earth inertial coordinate system is calculated. The numerical calculation formula for the wind gradient with second-order accuracy is as follows:

[0103]

[0104]

[0105] Based on this embodiment, the energy change rate is the inverted energy change rate, and the inverted energy change rate is obtained through... The calculation yielded that, This represents the rate of change of energy during inversion.

[0106] In this invention, if the energy change rate is positive, it means that the external wind field can provide energy for the aircraft, which is beneficial to flight; if the energy change rate is negative, it means that the presence of the external wind field requires the aircraft to expend additional flight energy, which is detrimental to flight.

[0107] Figure 3 and Figure 4 A comparison chart is presented between the horizontal wind speed and direction information retrieved using the inversion wind speed and direction analysis models proposed in this invention and the wind field information measured by laser wind measuring radar. It can be seen that the measured horizontal wind speed and the retrieved horizontal wind speed show good agreement, with a deviation of approximately -1 m / s to 1 m / s. The measured wind direction and the retrieved wind direction also show a relatively consistent trend. Considering the spatiotemporal fluctuations of the wind field itself, the retrieved wind field can meet engineering requirements and has reference value. It should be noted that the laser wind measuring radar does not have the function of dynamically tracking the UAV's flight path; it can only measure the wind field information within the cone-shaped spatial region directly above it. When the UAV actually flies, it flies around the perimeter of the airport. It can be approximately considered that the wind field information at different altitudes within the cone-shaped region measured by the laser wind measuring radar is equivalent to the wind field information at the corresponding altitude position of the UAV. However, considering the fluctuations and randomness of the wind field with time and location, there will inevitably be differences between the retrieved wind field and the measured wind field by the laser wind measuring radar; they cannot completely overlap, but the trend should be consistent. The wind field inversion method was used to conduct multiple high-altitude long-endurance UAV flight tests, which played a positive role and achieved good results, demonstrating good engineering applicability.

[0108] Figure 5 , Figure 6 and Figure 7 Taking a circular flight path as an example, energy consumption prediction and analysis are performed using the energy consumption calculation method proposed in this invention. Assume the UAV flies clockwise along a circular flight path at constant altitude and speed without sideslip. The wind speed components on the y-axis (i.e., the east axis direction in the North-East-Earth coordinate system) and z-axis (i.e., the Earth axis direction in the North-East-Earth coordinate system) are 0, and the component on the x-axis (i.e., the north axis direction in the North-East-Earth coordinate system) is W. x ,like Figure 5 As shown, when the UAV flies to a position where the clockwise angle with due north is λ, the wind field component W on the tangent of the circular track... q (i.e., the direction of the drone's flight speed) is:

[0109] W q =W x sinλ

[0110] Differentiating this wind field component yields:

[0111]

[0112] The predicted energy change rate for the drone is:

[0113]

[0114] Where ω represents the angular velocity of the UAV flying along a circular path, λ represents the angle the UAV has already flown, and mV a >0 and ω>0. Therefore, to enable the drone to harvest energy from the wind field (i.e. The necessary condition for ) is:

[0115] -W x cosθcosψcosλ>0,

[0116] Considering that the pitch angle range is -90°≤θ≤90°, and therefore cosθ≥0, the above equation can be further transformed into:

[0117] cosψcosλ<0.

[0118] like Figure 6 As shown, when the UAV flies counterclockwise along a circular track, the distribution pattern of the wind field's influence on the UAV's flight energy consumption along the circular track is as follows:

[0119] 1) When the UAV flies clockwise along a circular track in the first quadrant, it satisfies 0°<λ<90° and the heading angle range is 90°<ψ<180°. Therefore, cosλ>0 and cosψ<0, so cosψcosλ<0, indicating that the UAV obtains energy from the external wind field.

[0120] 2) When the UAV flies clockwise along a circular track in the second quadrant, it satisfies 90°<λ<180° and the heading angle range is 180°<ψ<270°. Therefore, cosλ<0 and cosψ<0, so cosψcosλ>0, indicating that the UAV will lose additional energy due to the influence of the external wind field.

[0121] 3) When the UAV flies clockwise along a circular track in the third quadrant, it satisfies 180°<λ<270° and the heading angle range is 270°<ψ<360°. Therefore, cosλ<0 and cosψ>0, so cosψcosλ<0, indicating that the UAV obtains energy from the external wind field.

[0122] 4) When the UAV flies clockwise along a circular track in the fourth quadrant, it satisfies 270°<λ<360° and the heading angle range is 0°<ψ<90°. Therefore, cosλ>0 and cosψ>0, so cosψcosλ>0, indicating that the UAV will lose additional energy due to the influence of the external wind field.

[0123] like Figure 7As shown, when the UAV flies counterclockwise along a circular track, the distribution pattern of the wind field's influence on the UAV's flight energy consumption along the circular track is as follows:

[0124] 1) When the UAV flies counterclockwise along a circular track in the first quadrant, it satisfies 0°<λ<90° and the heading angle range is 270°<ψ<360°. Therefore, cosλ>0 and cosψ>0, so cosψcosλ>0, indicating that the UAV will lose energy due to the influence of the external wind field.

[0125] 2) When the UAV flies counterclockwise along a circular track in the second quadrant, it satisfies 90°<λ<180° and the heading angle range is 0°<ψ<90°. Therefore, cosλ<0 and cosψ>0, so cosψcosλ<0, indicating that the UAV obtains energy from the external wind field.

[0126] 3) When the UAV flies counterclockwise along a circular track in the third quadrant, it satisfies 180°<λ<270° and the heading angle range is 90°<ψ<180°. Therefore, cosλ<0 and cosψ<0, so cosψcosλ>0, indicating that the UAV will lose energy due to the influence of the external wind field.

[0127] 4) When the UAV flies counterclockwise along a circular track in the fourth quadrant, it satisfies 270°<λ<360° and the heading angle range is 180°<ψ<270°. Therefore, cosλ>0 and cosψ<0, so cosψcosλ<0, indicating that the UAV obtains energy from the external wind field.

[0128] It can be seen that the circular flight path reconstructs the wind speed and wind gradient along the tangent component of the horizontal constant wind, thus leading to different impacts on the energy consumption of the UAV. The energy consumption distribution pattern on the circular flight path was verified in a high-altitude long-endurance UAV flight test. The theoretical prediction trend is consistent with the actual energy consumption trend, further demonstrating the correctness of the inherent mechanism reflected in the energy consumption calculation method of an aircraft affected by wind field in this invention, and has engineering guiding significance.

[0129] In summary, this invention provides a method for calculating aircraft energy consumption that considers the influence of wind fields. By introducing the wind gradient as a wind field parameter into the calculation of the aircraft's energy change rate, this method can obtain more refined energy consumption analysis results, thereby guiding flight path design, emergency plan development, flight strategy optimization, and aircraft performance evaluation. Compared with existing technologies, the technical solution of this invention can solve the technical problem of low accuracy in energy consumption analysis results due to the lack of energy consumption calculation methods that consider the influence of wind fields.

[0130] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0131] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0132] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for calculating the energy consumption of an aircraft considering the influence of wind fields, characterized in that, The method includes: The attitude angle, vacuum velocity, and wind gradient of the wind field where the aircraft is located are obtained during the flight of the aircraft. Calculate the drag of the aircraft during flight based on the aerodynamic data of the aircraft. ; Based on the mass of the aircraft The resistance The energy change rate of the aircraft is calculated from the vacuum velocity, the wind gradient, and the attitude angle. The wind gradient is based on the aircraft's navigation speed and actual vacuum speed during actual flight. The navigation speed includes the northbound navigation speed, calculated from the inverted wind gradient obtained from the navigation attitude angle. and eastward navigation speed The inverted wind gradient includes the inverted north axis wind gradient. and inversion of the east axial wind gradient ; The inverted north axis wind gradient at each moment is calculated using the following formula. and inversion of the east axial wind gradient : ， ， ， ， ， ， ， In the above formula, express The inverted wind speed of the wind field where the aircraft is located at that time. Indicates the track angle, Indicates the correction of the track angle. express The inverted wind direction of the wind field where the aircraft is located at that time. express The corrected inverted wind direction of the wind field where the aircraft is located at that time. express The inverted north axis wind gradient of the wind field where the spacecraft is located at the specified time. express The inverted eastward wind gradient of the wind field where the spacecraft is located at the specified time. This represents the time interval between two adjacent moments. Indicates the navigation yaw angle.

2. The method according to claim 1, characterized in that, The attitude angle is a preset attitude angle obtained based on a preset flight path, and the wind gradient is a predicted wind gradient calculated based on the preset flight path and historical wind field data of the preset flight area.

3. The method according to claim 2, characterized in that, The preset attitude angle includes a preset pitch angle. and preset yaw angle .

4. The method according to claim 3, characterized in that, The predicted wind gradient includes the north axis predicted wind gradient of the wind field in the N-E-Geometry system. East Axis Predicted Wind Gradient and Earth axis predicted wind gradient .

5. The method according to claim 4, characterized in that, The vacuum velocity is a predicted vacuum velocity, which is obtained through... The calculation yielded that, This indicates the predicted vacuum velocity. Let t represent the acceleration due to gravity, and t represent time. , and These represent the components of the predicted wind speed along the north axis, east axis, and earth axis, respectively.

6. The method according to claim 5, characterized in that, The energy change rate is the predicted energy change rate, which is obtained through... The calculation yielded that, This represents the predicted rate of energy change.

7. The method according to claim 1, characterized in that, The attitude angles are the navigation attitude angles during the actual flight of the aircraft, and the navigation attitude angles include the navigation pitch angle. and navigation yaw angle The vacuum velocity is the actual vacuum velocity, which is obtained through... The calculation yielded that, This indicates the actual vacuum velocity. This indicates the static pressure of the pitot tube measured by the aircraft. Represents the gas constant. This indicates the atmospheric temperature measured by the aircraft. This indicates the airspeed measured by the aircraft.

8. The method according to claim 7, characterized in that, The energy change rate is the inverted energy change rate, which is obtained through... The calculation yielded that, This represents the rate of change of the inverted energy.

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