A method and system for reducing aerodynamic losses of a ducted fan with a lip shape

Abstract

The present invention relates to the technical field of aerodynamic loss, and is a method and system for reducing aerodynamic loss of a ducted fan with a lip shape, comprising: receiving a flight instruction of an aircraft, starting a turbopropeller engine of the aircraft, receiving initial flight power, calculating the amount of starting gas entering a power device and obtaining the gas, generating starting kinetic energy, using the starting kinetic energy to drive the propeller to work, using an airflow sensor to sense the real-time airflow speed, obtaining the real-time flight direction and real-time airflow density of the aircraft and calculating turbulent kinetic energy, if the turbulent kinetic energy is greater than a kinetic energy threshold, performing shape adjustment on the lip shape, and calculating and adjusting the turbulent kinetic energy, using the adjusted turbulent kinetic energy to start a gas energy engine, obtaining gas kinetic energy, calculating replacement kinetic energy of the starting kinetic energy, replacing the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy, and completing a stable flight of the aircraft. The present invention can improve the energy utilization efficiency of the aircraft and reduce aerodynamic loss.

Description

Technical Field

[0001] The present invention relates to the technical field of aerodynamic loss, and in particular to a method and system for reducing aerodynamic loss of a ducted fan with a lip shape. Background Art

[0002] With the rapid development of modern aviation technology, the aerodynamic performance of aircraft has become one of the important factors affecting its flight efficiency and stability. The design of the ducted fan, as a key power device of the aircraft, is directly related to the size of the aerodynamic loss. The lip shape, as a part of the ducted fan structure, can effectively control the entry and distribution of airflow, thereby affecting the fan's working efficiency and aerodynamic loss.

[0003] Traditional aerodynamic loss control methods are mostly focused on engine efficiency, turbine design, etc., while research on the lip shape design of ducted fans and the conversion of turbulent kinetic energy into aircraft kinetic energy is relatively limited, especially the lack of effective control methods for the response to dynamic changes in airflow during flight. Therefore, how to improve the energy utilization efficiency of aircraft and reduce aerodynamic losses is a technical challenge that needs to be solved urgently. Summary of the invention

[0004] The present invention provides a method and system for reducing aerodynamic losses of a ducted fan with a lip shape, the main purpose of which is to improve the energy utilization efficiency of an aircraft and reduce aerodynamic losses.

[0005] To achieve the above object, the present invention provides a method for reducing aerodynamic losses of a ducted fan with a lip shape, comprising:

[0006] receiving a flight instruction of the aircraft, and starting a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor;

[0007] receiving an initial flight power of the aircraft, and calculating a starting gas amount entering the power device based on the initial flight power;

[0008] When the calculation is successful, the calculated starting gas amount is used to obtain gas, and the starting kinetic energy of the turboprop engine is generated by using the gas;

[0009] An inlet restriction condition is set, and the propeller is driven to work by using the starting kinetic energy, and when the aircraft is flying, the airflow sensor is automatically triggered, wherein the airflow sensor is installed at the fan inlet of the ducted fan with a lip shape;

[0010] The airflow sensor is used to sense the real-time airflow velocity. When the real-time airflow velocity meets the inlet restriction condition, the real-time flight direction and real-time airflow density of the aircraft are obtained after a preset experimental flight time.

[0011] Calculating turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density;

[0012] Determining whether the turbulent kinetic energy is greater than a preset kinetic energy threshold;

[0013] If the turbulent kinetic energy is not greater than the kinetic energy threshold, returning to the above step of using the airflow sensor to sense the real-time airflow velocity;

[0014] If the turbulent kinetic energy is greater than the kinetic energy threshold, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0015] Using the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine;

[0016] The replacement ratio of the gas kinetic energy to the starting kinetic energy is calculated, the replacement kinetic energy of the starting kinetic energy is calculated using the replacement ratio, and the starting kinetic energy is replaced based on the replacement kinetic energy and the gas kinetic energy to complete the stable flight of the aircraft.

[0017] Optionally, the step of calculating the amount of starting gas entering the power device based on the initial flight power includes:

[0018] A fuel meter, a radar speed meter, a flight timer and a thrust sensor are provided, the aircraft is caused to start flying from rest based on the initial flight power, the flight speed of the aircraft is monitored in real time by the radar speed meter, the flight thrust of the aircraft is monitored in real time by the thrust sensor, and the flight power is calculated based on the flight speed and the flight thrust;

[0019] Determining whether the flight power is equal to the initial flight power;

[0020] If the flight power is not equal to the initial flight power, the flight thrust of the aircraft is adjusted, and the process returns to the above step of determining whether the flight power is equal to the initial flight power;

[0021] If the flight power is equal to the initial flight power, the flight timer is used to obtain the initial flight time of the aircraft from rest to flying at the initial flight power, and the fuel consumption rate is calculated based on the fuel meter and the initial flight time;

[0022] Obtain the fuel calorific value, and calculate the propulsion efficiency using the fuel calorific value, flight speed, fuel consumption rate, and flight thrust:

[0023] ,

[0024] in, Refers to propulsion efficiency, Refers to the flight thrust, Refers to the flight speed, Refers to the fuel consumption rate, Refers to the calorific value of fuel;

[0025] The thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate and intake speed are obtained, and the starting gas amount is calculated based on the thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate, intake speed, initial flight power, initial flight time, and propulsion efficiency.

[0026] Optionally, the calculation of the startup gas amount based on the thermal efficiency, constant pressure specific heat capacity, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow, intake speed, initial flight power, initial flight time, and propulsion efficiency includes:

[0027] Use the following formula to calculate the starting gas quantity:

[0028] ,

[0029] in, Refers to the starting gas volume, Refers to the initial flight power, Refers to the initial flight time, Refers to thermal efficiency, Specify the specific heat capacity, Intake air temperature, Refers to the compressor efficiency, Refers to the compression ratio, Refers to atmospheric pressure, Refers to propulsion efficiency, Refers to the air flow rate, Refers to the air intake speed.

[0030] Optionally, the calculating of turbulent kinetic energy based on the real-time airflow velocity, the real-time flight direction and the real-time airflow density includes:

[0031] Perform three-dimensional division based on the real-time flight direction to obtain an x-axis direction, a y-axis direction and a z-axis direction;

[0032] Obtaining the instantaneous x-direction velocity of the x-axis direction, the instantaneous y-direction velocity of the y-axis direction, and the instantaneous z-direction velocity of the z-axis direction;

[0033] Based on the experimental flight time, an average x-direction velocity in the x-axis direction, an average y-direction velocity in the y-axis direction, and an average z-direction velocity in the z-axis direction are calculated;

[0034] The x-direction velocity, y-direction velocity, z-direction velocity, x-direction average velocity, y-direction average velocity, and z-direction average velocity are used to calculate the x-direction velocity fluctuation, y-direction velocity fluctuation, and z-direction velocity fluctuation respectively:

[0035] ,

[0036] in, refers to the velocity fluctuation in the x direction, refers to the instantaneous velocity in the x direction, Refers to the average velocity in the x direction;

[0037] ,

[0038] in, refers to the velocity fluctuation in the y direction, refers to the instantaneous velocity in the y direction, It refers to the average velocity in the y direction;

[0039] ,

[0040] in, refers to the velocity fluctuation in the z direction, refers to the instantaneous velocity in the z direction, Refers to the average velocity in the z direction;

[0041] The turbulent kinetic energy is calculated based on the x-direction speed fluctuation, the y-direction speed fluctuation, the z-direction speed fluctuation and the real-time airflow density.

[0042] Optionally, the calculating of turbulent kinetic energy based on the x-direction velocity fluctuation, the y-direction velocity fluctuation, the z-direction velocity fluctuation and the real-time airflow density includes:

[0043] The turbulent kinetic energy is calculated using the following formula:

[0044] ,

[0045] in, refers to turbulent kinetic energy, Refers to the real-time airflow density.

[0046] Optionally, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and calculating the adjusted turbulent kinetic energy using the adjusted lip shape, comprises:

[0047] Obtain the lip radius, lip thickness, arc length, and maximum arc of the lip shape;

[0048] Construct a plane coordinate system, obtain the lip curvature, abscissa and ordinate, and construct a parametric equation of the lip shape based on the lip curvature, abscissa, ordinate, plane coordinate system, lip radius, curvature length and maximum curvature:

[0049] ,

[0050] in, Refers to the horizontal coordinate of the lip shape in the plane coordinate system. Refers to the lip radius, refers to the cosine function, Refers to the ordinate of the lip shape in the plane coordinate system. Refers to the curvature of the lips. Refers to the maximum arc;

[0051] Taking a first-order derivative of the parameter equation of the lip shape to obtain a first-order derivative, and taking a second-order derivative of the parameter equation of the lip shape to obtain a second-order derivative;

[0052] Calculating the lip curvature based on the first-order derivative and the second-order derivative;

[0053] The lip smoothness is calculated based on the lip curvature:

[0054] ,

[0055] in, Refers to the smoothness of lips. Refers to the curvature of the lips;

[0056] Determine whether the lip smoothness is less than a preset smoothness threshold;

[0057] If the lip smoothness is less than the smoothness threshold, the lip radius is increased by 10% and the lip thickness is reduced by 10%, and the process returns to the above step of determining whether the lip smoothness is less than the preset smoothness threshold;

[0058] If the lip smoothness is not less than the smoothness threshold, the turbulent kinetic energy is adjusted based on the lip smoothness calculation.

[0059] Optionally, the calculating and adjusting the turbulent kinetic energy based on the lip smoothness includes:

[0060] Based on the lip smoothness, the lip smoothness coefficient is quantified to obtain the adjusted lip radius and the maximum lip radius, and the adjusted turbulent kinetic energy is calculated based on the lip smoothness coefficient, the adjusted lip radius and the maximum lip radius:

[0061] ,

[0062] in, Refers to the adjustment of turbulent kinetic energy, Refers to the lip smoothness coefficient, Refer to adjust the lip radius, Refers to the maximum lip radius.

[0063] Optionally, the using the adjusted turbulent kinetic energy to start a pre-built gas energy engine to obtain gas kinetic energy comprises:

[0064] The efficiency coefficient, standard airflow density and standard airflow velocity of adjusting the turbulent kinetic energy to be converted into gas kinetic energy are obtained, and the gas kinetic energy is calculated based on the efficiency coefficient, standard airflow density, standard airflow velocity, adjusted turbulent kinetic energy, real-time airflow density and real-time airflow velocity:

[0065] ,

[0066] in, The kinetic energy of gas, Refers to the efficiency coefficient, Refers to the standard air flow density, Refers to the real-time air flow velocity, Refers to standard air flow velocity.

[0067] Optionally, the calculating the replacement ratio of the gas kinetic energy to the starting kinetic energy includes:

[0068] The replacement ratio is calculated based on the starting gas volume, fuel calorific value, thermal efficiency and gas kinetic energy:

[0069] ,

[0070] in, Refers to the replacement ratio.

[0071] To achieve the above object, the present invention further provides an aerodynamic loss reduction system for a ducted fan with a lip shape, comprising:

[0072] A starting kinetic energy generation module is used to receive a flight instruction of the aircraft, start a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor; receive an initial flight power of the aircraft, calculate the amount of starting gas entering the power device based on the initial flight power; when the calculation is successful, obtain gas using the calculated amount of starting gas, and use the gas to generate starting kinetic energy of the turboprop engine;

[0073] The turbulent kinetic energy calculation module is used to set the inlet restriction condition, use the starting kinetic energy to drive the propeller to work, and automatically trigger the airflow sensor when the aircraft is flying, wherein the airflow sensor is installed at the fan port of the ducted fan with a lip shape; use the airflow sensor to sense the real-time airflow speed, and when the real-time airflow speed meets the inlet restriction condition, after a preset experimental flight time, obtain the real-time flight direction and real-time airflow density of the aircraft; calculate the turbulent kinetic energy based on the real-time airflow speed, real-time flight direction and real-time airflow density;

[0074] The turbulent kinetic energy calculation module is used to determine whether the turbulent kinetic energy is greater than a preset kinetic energy threshold; if the turbulent kinetic energy is not greater than the kinetic energy threshold, return to the above step of using the airflow sensor to sense the real-time airflow velocity; if the turbulent kinetic energy is greater than the kinetic energy threshold, perform shape adjustment on the lip shape to obtain an adjusted lip shape, and use the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0075] A starting kinetic energy replacement module is used to use the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine; calculate the replacement ratio of the gas kinetic energy to the starting kinetic energy, calculate the replacement kinetic energy of the starting kinetic energy using the replacement ratio, and replace the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy to complete the smooth flight of the aircraft.

[0076] In order to solve the above problem, the present invention further provides an electronic device, the electronic device comprising:

[0077] A memory storing at least one instruction;

[0078] A processor executes instructions stored in the memory to implement the above-mentioned method for reducing aerodynamic losses of the ducted fan with a lip shape.

[0079] In order to solve the above problems, the present invention also provides a computer-readable storage medium, in which at least one instruction is stored. The at least one instruction is executed by a processor in an electronic device to implement the above-mentioned method for reducing aerodynamic losses of a ducted fan with a lip shape.

[0080] In order to solve the problems described in the background technology, the present invention optimizes the aerodynamic loss of the aircraft's ducted fan by combining the reception of the aircraft's flight instructions, constructing an aerodynamic optimization process covering multiple steps such as the start of a turboprop engine, real-time airflow velocity perception, and turbulent kinetic energy calculation. This method not only ensures the accurate acquisition of key parameters such as real-time airflow velocity and airflow density during flight, but also significantly reduces the aircraft's aerodynamic loss through intelligent shape adjustment and kinetic energy replacement, improves flight stability and safety, and meets the high requirements of the modern aviation field for aircraft aerodynamic efficiency. First, the aircraft's flight instructions are received and the turboprop engine is started. By After receiving the flight instructions of the aircraft, the system can accurately start the turboprop engine according to actual needs and ensure that the turboprop engine enters the working state at the best time. This not only reduces the waste of fuel, but also improves the response speed of the engine, and can also ensure the smooth takeoff and subsequent operation of the aircraft, greatly reducing energy consumption and optimizing the use of resources during the flight. Afterwards, the starting gas volume is calculated according to the flight power and the starting kinetic energy is generated. According to the initial flight power of the aircraft, the required starting gas volume is accurately calculated to ensure the high efficiency of the gas supply. This not only reduces the waste of fuel, but also effectively controls the starting kinetic energy of the turboprop engine to ensure the stable generation of power. The system achieves the optimal distribution of starting kinetic energy and improves the operating efficiency of the overall system. Then, the airflow sensor is used to sense the real-time airflow speed and optimize the flight efficiency. The airflow sensor can sense the airflow speed entering the ducted fan in real time to ensure that accurate airflow data can be obtained in different flight conditions. Furthermore, the turbulent kinetic energy is calculated based on the real-time airflow data and the kinetic energy threshold is judged. The turbulent kinetic energy is calculated based on the real-time airflow speed, flight direction and airflow density to dynamically evaluate the impact of turbulence on flight. This calculation method based on real-time data enables the aircraft to make precise adjustments according to changes in the aerodynamic environment, thereby improving the stability and safety of the aircraft. Then, when the turbulent kinetic energy exceeds the threshold, the aircraft is automatically When the value is reached, the lip shape is adjusted to reduce aerodynamic losses. The dynamic adjustment of the lip shape is an important measure to address aerodynamic losses. By optimizing the geometric parameters of the lip shape, the aerodynamic losses during flight are effectively reduced, ensuring the stability and economy of the aircraft. Finally, the adjusted turbulent kinetic energy is used to start the gas engine and replace the starting kinetic energy. By adjusting the turbulent kinetic energy, the non-variable gas engine can be effectively started, and the starting kinetic energy is replaced with gas kinetic energy according to the replacement ratio calculated in real time. This kinetic energy replacement mechanism optimizes the energy utilization efficiency of the engine and reduces unnecessary kinetic energy consumption, thereby further reducing the energy consumption of the aircraft and achieving longer and more economical flight. Therefore, the present invention can improve the energy utilization efficiency of the aircraft and reduce aerodynamic losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0081] Figure 1A schematic flow chart of a method for reducing aerodynamic losses of a ducted fan with a lip shape provided by an embodiment of the present invention;

[0082] Figure 2 A functional module diagram of an aerodynamic loss reduction system for a ducted fan with a lip shape provided by an embodiment of the present invention;

[0083] Figure 3 A schematic structural diagram of an electronic device for implementing a method for reducing aerodynamic losses of a ducted fan with a lip shape provided in one embodiment of the present invention.

[0084] Description of reference numerals:

[0085] 1. Electronic device; 10. Processor; 11. Memory; 12. Bus.

[0086] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0087] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0088] The embodiment of the present application provides a method for reducing aerodynamic losses of a ducted fan with a lip shape. The execution subject of the method for reducing aerodynamic losses of a ducted fan with a lip shape includes but is not limited to at least one of the electronic devices such as a server and a terminal that can be configured to execute the method provided by the embodiment of the present application. In other words, the method for reducing aerodynamic losses of a ducted fan with a lip shape can be executed by software or hardware installed on a terminal device or a server device, and the software can be a blockchain platform. The server includes but is not limited to: a single server, a server cluster, a cloud server or a cloud server cluster, etc.

[0089] Reference Figure 1 FIG. 1 is a flow chart of a method for reducing aerodynamic losses of a ducted fan with a lip shape according to an embodiment of the present invention. In this embodiment, the method for reducing aerodynamic losses of a ducted fan with a lip shape includes:

[0090] S1. Receive a flight instruction of an aircraft, and start a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device, and a compressor.

[0091] It can be explained that flight instructions refer to manually initiated instructions for starting the turboprop engine of an aircraft, the power unit refers to a device that obtains fuel gas from the storage tank and converts the obtained fuel gas into kinetic energy, the compressor refers to a device that compresses air to increase the pressure and temperature of the air, and the storage tank refers to a device that stores fuel gas in the turboprop engine.

[0092] For example, Xiao Zhang is the pilot of an aircraft. One day, Xiao Zhang needs to fly the aircraft, so Xiao Zhang issues a flight instruction. When the aircraft receives the flight instruction, the aircraft's turboprop engine is started according to the flight instruction.

[0093] S2. Receive the initial flight power of the aircraft, and calculate the amount of starting gas entering the power unit based on the initial flight power.

[0094] It can be explained that the initial flight power refers to a pre-set power that allows the aircraft to fly smoothly. Based on the initial flight power, the fuel demand for the normal operation of the turboprop engine can be calculated to prevent fuel shortage or fuel waste. The starting gas volume refers to the amount of fuel required during the startup of the turboprop engine, which is used to ensure that the turboprop engine can reach a normal operating state. It can be regarded as the fuel consumption of the aircraft from a stationary state to a state with initial flight power output. The normal operating state refers to a state that can provide sufficient power to keep the aircraft at the initial flight power.

[0095] In detail, the calculation of the amount of starting gas entering the power device based on the initial flight power includes:

[0096] A fuel meter, a radar speed meter, a flight timer and a thrust sensor are provided, the aircraft is caused to start flying from rest based on the initial flight power, the flight speed of the aircraft is monitored in real time by the radar speed meter, the flight thrust of the aircraft is monitored in real time by the thrust sensor, and the flight power is calculated based on the flight speed and the flight thrust;

[0097] Determining whether the flight power is equal to the initial flight power;

[0098] If the flight power is not equal to the initial flight power, the flight thrust of the aircraft is adjusted, and the process returns to the above step of determining whether the flight power is equal to the initial flight power;

[0099] If the flight power is equal to the initial flight power, the flight timer is used to obtain the initial flight time of the aircraft from rest to flying at the initial flight power, and the fuel consumption rate is calculated based on the fuel meter and the initial flight time;

[0100] Obtain the fuel calorific value, and calculate the propulsion efficiency using the fuel calorific value, flight speed, fuel consumption rate, and flight thrust:

[0101] ,

[0102] in, Refers to propulsion efficiency, Refers to the flight thrust, Refers to the flight speed, Refers to the fuel consumption rate, Refers to the calorific value of fuel;

[0103] The thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate and intake speed are obtained, and the starting gas amount is calculated based on the thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate, intake speed, initial flight power, initial flight time, and propulsion efficiency.

[0104] It can be explained that the fuel meter refers to a device that measures the fuel consumed by an aircraft during flight, the radar speed meter refers to a device used to detect the flight speed of an aircraft in real time, the flight timer refers to a device used to record the flight time, the propulsion sensor refers to a device used to monitor the flight thrust of an aircraft, the flight thrust refers to the force that propels the aircraft forward, the flight power refers to the power required by the aircraft to maintain or change its speed, attitude or flight altitude during flight, the initial flight time refers to the time required for the aircraft to go from rest to the initial flight power, the flight speed refers to the real-time speed of the aircraft during flight, the fuel consumption rate refers to the rate at which the aircraft consumes fuel during flight, the intake temperature refers to the temperature of the air before it enters the compressor, the compressor requires higher power when compressing hot air, and a higher intake temperature may cause the efficiency of the compressor to decrease, the air flow rate refers to the mass of air passing through the compressor per unit time, the intake speed refers to the speed of the air entering the compressor, the propulsion efficiency refers to the efficiency of the turboprop engine in converting fuel into thrust, the compressor efficiency refers to the efficiency of the compressor in converting input power into compression work, which is obtained through the data provided by the manufacturer of the compressor, the input power refers to the power used by the compressor to compress the air, and the compression work refers to the energy actually used by the compressor to compress the air.

[0105] In detail, the calculation of the startup gas amount based on the thermal efficiency, constant pressure specific heat capacity, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow, intake speed, initial flight power, initial flight time, and propulsion efficiency includes:

[0106] Use the following formula to calculate the starting gas quantity:

[0107] ,

[0108] in, Refers to the starting gas volume, Refers to the initial flight power, Refers to the initial flight time, Refers to thermal efficiency, Specify the specific heat capacity, Intake air temperature, Refers to the compressor efficiency, Refers to the compression ratio, Refers to atmospheric pressure, Refers to propulsion efficiency, Refers to the air flow rate, Refers to the air intake speed.

[0109] For example, to calculate the amount of starting gas added to the power generator based on the initial flight power, assume that the initial flight power is 500 kW, the initial flight time is 2 min, the thermal efficiency is 0.35, the fuel calorific value is 42000 KJ / kg, and the constant pressure specific heat capacity is 1005 , the inlet temperature is 300K, the compressor efficiency is 0.85, the compression ratio is 10, the atmospheric pressure is 101325pa, the propulsion efficiency is 0.90, the air flow rate is 10kg / s, and the inlet speed is 50m / s, , , , overall calculation Based on the above assumed data, the starting gas volume is calculated to be approximately 3.48kg.

[0110] S3. When the calculation is successful, the calculated starting gas amount is used to obtain gas, and the starting kinetic energy of the turboprop engine is generated by using the gas.

[0111] It can be explained that starting kinetic energy refers to the kinetic energy used to start the turboprop engine;

[0112] For example, assuming that the amount of starting gas is 3.48 kg, the energy obtained by calculating the calorific value of the fuel and the amount of starting gas is: , and then calculate the actual available starting kinetic energy through thermal efficiency, the starting kinetic energy is: .

[0113] S4. Setting an inlet restriction condition, using the starting kinetic energy to drive the propeller to work, and automatically triggering the airflow sensor when the aircraft is flying, wherein the airflow sensor is installed at the fan inlet of the ducted fan with a lip shape.

[0114] It can be explained that the inlet restriction condition refers to the restriction on the air flow speed. When the air flow speed reaches the inlet restriction condition, the real-time flight direction and real-time air flow density of the aircraft are obtained. The airflow sensor refers to the equipment used to sense the real-time air flow speed. The lip shape refers to the outline of the lip. The lip refers to the structure located at the edge of the ducted fan air inlet.

[0115] S5. Utilize the airflow sensor to sense the real-time airflow velocity. When the real-time airflow velocity meets the inlet restriction condition, the real-time flight direction and real-time airflow density of the aircraft are obtained after a preset experimental flight time.

[0116] It can be explained that the real-time airflow velocity refers to the speed of the air around the aircraft when the aircraft is flying. The real-time airflow velocity represents the relative movement of the aircraft and the surrounding air during the flight. The experimental flight time refers to the period of time that the aircraft flies after the real-time airflow velocity meets the inlet restriction conditions. The real-time flight direction refers to the direction of the aircraft when it is flying. The real-time airflow density refers to the mass of the air per unit volume around the aircraft when the aircraft is flying. The density is affected by factors such as air temperature, humidity, and air pressure, and changes with the change of flight altitude.

[0117] S6. Calculate turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density.

[0118] In detail, the calculation of turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density includes:

[0119] Perform three-dimensional division based on the real-time flight direction to obtain an x-axis direction, a y-axis direction and a z-axis direction;

[0120] Obtaining the instantaneous x-direction velocity of the x-axis direction, the instantaneous y-direction velocity of the y-axis direction, and the instantaneous z-direction velocity of the z-axis direction;

[0121] Based on the experimental flight time, an average x-direction velocity in the x-axis direction, an average y-direction velocity in the y-axis direction, and an average z-direction velocity in the z-axis direction are calculated;

[0122] The x-direction velocity, y-direction velocity, z-direction velocity, x-direction average velocity, y-direction average velocity, and z-direction average velocity are used to calculate the x-direction velocity fluctuation, y-direction velocity fluctuation, and z-direction velocity fluctuation respectively:

[0123] ,

[0124] in, refers to the velocity fluctuation in the x direction, refers to the instantaneous velocity in the x direction, Refers to the average velocity in the x direction;

[0125] ,

[0126] in, refers to the velocity fluctuation in the y direction, refers to the instantaneous velocity in the y direction, It refers to the average velocity in the y direction;

[0127] ,

[0128] in, refers to the velocity fluctuation in the z direction, refers to the instantaneous velocity in the z direction, Refers to the average velocity in the z direction;

[0129] The turbulent kinetic energy is calculated based on the x-direction speed fluctuation, the y-direction speed fluctuation, the z-direction speed fluctuation and the real-time airflow density.

[0130] The x-axis refers to the direction of the aircraft's forward movement, that is, the direction in which the aircraft's head is pointing. The x-axis represents the front-to-back direction, also known as the longitudinal axis. The y-axis refers to the direction from the left side of the aircraft to the right side of the aircraft, describing the left and right movement of the aircraft in the horizontal plane. The y-axis represents the left and right direction, also known as the lateral axis. The z-axis refers to the direction from the bottom of the aircraft to the top of the aircraft, perpendicular to the fuselage of the aircraft. The z-axis represents the up and down direction, also known as the vertical axis. The instantaneous speed in the x-direction refers to the instantaneous speed of the aircraft in the x-axis direction after the experimental flight time. The instantaneous speed in the y-direction refers to the instantaneous speed of the aircraft in the y-axis direction after the experimental flight time. The instantaneous speed in the z direction refers to the instantaneous speed in the z-axis direction of the aircraft after the experimental flight time, the average speed in the x direction refers to the average speed of the aircraft in the x-axis direction during the experimental flight time, the average speed in the y direction refers to the average speed of the aircraft in the y-axis direction during the experimental flight time, the average speed in the z direction refers to the average speed of the aircraft in the z-axis direction during the experimental flight time, the speed fluctuation in the x direction refers to the degree of deviation of the instantaneous speed in the x direction from the average speed in the x direction, the speed fluctuation in the y direction refers to the degree of deviation of the instantaneous speed in the y direction from the average speed in the y direction, and the speed fluctuation in the z direction refers to the degree of deviation of the instantaneous speed in the z direction from the average speed in the z direction.

[0131] In detail, the calculation of turbulent kinetic energy based on the x-direction velocity fluctuation, the y-direction velocity fluctuation, the z-direction velocity fluctuation and the real-time airflow density includes:

[0132] The turbulent kinetic energy is calculated using the following formula:

[0133] ,

[0134] in, refers to turbulent kinetic energy, Refers to the real-time airflow density.

[0135] S7. Determine whether the turbulent kinetic energy is greater than a preset kinetic energy threshold.

[0136] It can be explained that the kinetic energy threshold refers to a standard value of turbulent kinetic energy. When the kinetic energy threshold is less than the kinetic energy threshold, it means that the turbulent kinetic energy is too small and the turbulent kinetic energy cannot be used to start the gas energy engine. The gas energy engine refers to an engine that uses turbulent kinetic energy as power and can work together with a turboprop engine.

[0137] If the turbulent kinetic energy is not greater than the kinetic energy threshold, returning to the above step of using the airflow sensor to sense the real-time airflow velocity;

[0138] If the turbulent kinetic energy is greater than the kinetic energy threshold, then executing S8, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0139] It can be explained that adjusting the lip shape refers to the shape obtained after adjusting the lip shape, and adjusting the turbulent kinetic energy refers to the turbulent kinetic energy after the lip shape is adjusted.

[0140] In detail, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy, includes:

[0141] Obtain the lip radius, lip thickness, arc length, and maximum arc of the lip shape;

[0142] Construct a plane coordinate system, obtain the lip curvature, abscissa and ordinate, and construct a parametric equation of the lip shape based on the lip curvature, abscissa, ordinate, plane coordinate system, lip radius, curvature length and maximum curvature:

[0143] ,

[0144] in, Refers to the horizontal coordinate of the lip shape in the plane coordinate system. Refers to the lip radius, refers to the cosine function, Refers to the ordinate of the lip shape in the plane coordinate system. Refers to the curvature of the lips. Refers to the maximum arc;

[0145] Taking a first-order derivative of the parameter equation of the lip shape to obtain a first-order derivative, and taking a second-order derivative of the parameter equation of the lip shape to obtain a second-order derivative;

[0146] Calculating the lip curvature based on the first-order derivative and the second-order derivative;

[0147] The lip smoothness is calculated based on the lip curvature:

[0148] ,

[0149] in, Refers to the smoothness of lips. Refers to the curvature of the lips;

[0150] Determine whether the lip smoothness is less than a preset smoothness threshold;

[0151] If the lip smoothness is less than the smoothness threshold, the lip radius is increased by 10% and the lip thickness is reduced by 10%, and the process returns to the above step of determining whether the lip smoothness is less than the preset smoothness threshold;

[0152] If the lip smoothness is not less than the smoothness threshold, the turbulent kinetic energy is adjusted based on the lip smoothness calculation.

[0153] It can be explained that the lip radius refers to the radius of the curvature curve of the lip, that is, the distance from the center of the lip to the edge of the lip. A suitable lip radius can make the airflow transition more smoothly and reduce aerodynamic losses. The lip thickness refers to the thickness of the lip part, the curvature length refers to the length of the lip curve, the lip curve refers to the contour curve along the edge of the lip, the maximum curvature refers to the curvature of the most shaky part of the lip curve, this part is the position with the largest curvature, and the lip curvature refers to the degree of curvature of the lip curve, which is related to the smoothness of the lip.

[0154] It can be understood that the parametric equation of the lip shape refers to the equation that represents the contour of the lip, the lip curvature refers to the degree of curvature of a certain point on the lip curve, and the lip smoothness refers to the smoothness of the lip transition airflow. The higher the lip smoothness, the easier it is for the airflow to flow along the lip, improving aerodynamic efficiency and reducing aerodynamic losses. The smoothness threshold refers to a standard value of smoothness. If the lip smoothness is less than the threshold, it means that the lip smoothness is too small, the transition airflow is not smooth enough, and the aerodynamic losses caused are high.

[0155] In detail, the step of calculating and adjusting the turbulent kinetic energy based on the lip smoothness includes:

[0156] Based on the lip smoothness, the lip smoothness coefficient is quantified to obtain the adjusted lip radius and the maximum lip radius, and the adjusted turbulent kinetic energy is calculated based on the lip smoothness coefficient, the adjusted lip radius and the maximum lip radius:

[0157] ,

[0158] in, Refers to the adjustment of turbulent kinetic energy, Refers to the lip smoothness coefficient, Refer to adjust the lip radius, Refers to the maximum lip radius.

[0159] It can be explained that the lip smoothness coefficient refers to the coefficient obtained after quantifying the lip smoothness, which is used to measure the influence of the lip on the gas flow. The adjusted lip radius refers to the lip radius after adjustment, and the maximum lip radius refers to the maximum value that the lip radius can reach.

[0160] S9. Using the adjusted turbulent kinetic energy to start a pre-built gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine.

[0161] To explain, gas kinetic energy refers to the kinetic energy generated by a gas engine.

[0162] In detail, the method of using the adjusted turbulent kinetic energy to start a pre-built gas energy engine to obtain gas kinetic energy includes:

[0163] The efficiency coefficient, standard airflow density and standard airflow velocity of adjusting the turbulent kinetic energy to be converted into gas kinetic energy are obtained, and the gas kinetic energy is calculated based on the efficiency coefficient, standard airflow density, standard airflow velocity, adjusted turbulent kinetic energy, real-time airflow density and real-time airflow velocity:

[0164] ,

[0165] in, The kinetic energy of gas, Refers to the efficiency coefficient, Refers to the standard air flow density, Refers to the real-time air flow velocity, Refers to standard air flow velocity.

[0166] It can be explained that the efficiency coefficient refers to the efficiency of adjusting the turbulent kinetic energy into gas kinetic energy, the standard air flow density refers to the density of the gas under the conditions of standard temperature 288.15K and standard pressure 1atm, which is 1.225kg / m³, and the standard air flow velocity refers to the velocity of the air flow under the conditions of standard temperature and standard air flow density.

[0167] S10, calculating the replacement ratio of the gas kinetic energy to the starting kinetic energy, calculating the replacement kinetic energy of the starting kinetic energy using the replacement ratio, and replacing the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy to complete a stable flight of the aircraft.

[0168] It can be explained that the replacement ratio refers to how much starting kinetic energy can be replaced by gas kinetic energy, and the replacement kinetic energy refers to the part of starting kinetic energy that has not been replaced by gas kinetic energy. For example, assuming the replacement ratio of gas kinetic energy to starting kinetic energy is 5:1, 5 parts of gas kinetic energy replace 1 part of starting kinetic energy, the starting kinetic energy is 10 parts, and the gas kinetic energy is 20 parts. The gas kinetic energy can replace 4 parts of starting kinetic energy, and the replacement kinetic energy is 16 parts of starting kinetic energy. The replacement kinetic energy and gas kinetic energy are used to replace the starting kinetic energy to complete the smooth flight of the aircraft.

[0169] In detail, the calculation of the replacement ratio of the gas kinetic energy to the starting kinetic energy includes:

[0170] The replacement ratio is calculated based on the starting gas volume, fuel calorific value, thermal efficiency and gas kinetic energy:

[0171] ,

[0172] in, Refers to the replacement ratio.

[0173] In order to solve the problems described in the background technology, the present invention optimizes the aerodynamic loss of the aircraft's ducted fan by combining the reception of the aircraft's flight instructions, constructing an aerodynamic optimization process covering multiple steps such as the start of a turboprop engine, real-time airflow velocity perception, and turbulent kinetic energy calculation. This method not only ensures the accurate acquisition of key parameters such as real-time airflow velocity and airflow density during flight, but also significantly reduces the aircraft's aerodynamic loss through intelligent shape adjustment and kinetic energy replacement, improves flight stability and safety, and meets the high requirements of the modern aviation field for aircraft aerodynamic efficiency. First, the aircraft's flight instructions are received and the turboprop engine is started. By After receiving the flight instructions of the aircraft, the system can accurately start the turboprop engine according to actual needs and ensure that the turboprop engine enters the working state at the best time. This not only reduces the waste of fuel, but also improves the response speed of the engine, and can also ensure the smooth takeoff and subsequent operation of the aircraft, greatly reducing energy consumption and optimizing the use of resources during the flight. Afterwards, the starting gas volume is calculated according to the flight power and the starting kinetic energy is generated. According to the initial flight power of the aircraft, the required starting gas volume is accurately calculated to ensure the high efficiency of the gas supply. This not only reduces the waste of fuel, but also effectively controls the starting kinetic energy of the turboprop engine to ensure the stable generation of power. The system achieves the optimal distribution of starting kinetic energy and improves the operating efficiency of the overall system. Then, the airflow sensor is used to sense the real-time airflow speed and optimize the flight efficiency. The airflow sensor can sense the airflow speed entering the ducted fan in real time to ensure that accurate airflow data can be obtained in different flight conditions. Furthermore, the turbulent kinetic energy is calculated based on the real-time airflow data and the kinetic energy threshold is judged. The turbulent kinetic energy is calculated based on the real-time airflow speed, flight direction and airflow density to dynamically evaluate the impact of turbulence on flight. This calculation method based on real-time data enables the aircraft to make precise adjustments according to changes in the aerodynamic environment, thereby improving the stability and safety of the aircraft. Then, when the turbulent kinetic energy exceeds the threshold, the aircraft is automatically When the value is reached, the lip shape is adjusted to reduce aerodynamic losses. The dynamic adjustment of the lip shape is an important measure to address aerodynamic losses. By optimizing the geometric parameters of the lip shape, the aerodynamic losses during flight are effectively reduced, ensuring the stability and economy of the aircraft. Finally, the adjusted turbulent kinetic energy is used to start the gas engine and replace the starting kinetic energy. By adjusting the turbulent kinetic energy, the non-variable gas engine can be effectively started, and the starting kinetic energy is replaced with gas kinetic energy according to the replacement ratio calculated in real time. This kinetic energy replacement mechanism optimizes the energy utilization efficiency of the engine and reduces unnecessary kinetic energy consumption, thereby further reducing the energy consumption of the aircraft and achieving longer and more economical flight. Therefore, the present invention can improve the energy utilization efficiency of the aircraft and reduce aerodynamic losses.

[0174] like Figure 2 , which is a functional module diagram of an aerodynamic loss reduction system for a ducted fan with a lip shape provided by an embodiment of the present invention.

[0175] The aerodynamic loss reduction system 100 for a ducted fan with a lip shape of the present invention can be installed in an electronic device. According to the functions to be implemented, the aerodynamic loss reduction system 100 for a ducted fan with a lip shape can include a startup kinetic energy generation module 101, a turbulent kinetic energy calculation module 102, an adjustment turbulent kinetic energy calculation module 103 and a startup kinetic energy replacement module 104. The module described in the present invention can also be referred to as a unit, which refers to a series of computer program segments that can be executed by a processor of an electronic device and can complete fixed functions, which are stored in the memory of the electronic device.

[0176] The starting kinetic energy generation module 101 is used to receive a flight instruction of the aircraft, start a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor; receive an initial flight power of the aircraft, calculate the amount of starting gas entering the power device based on the initial flight power; when the calculation is successful, obtain gas using the calculated amount of starting gas, and use the gas to generate starting kinetic energy of the turboprop engine;

[0177] The turbulent kinetic energy calculation module 102 is used to set an inlet restriction condition, use the starting kinetic energy to drive the propeller to work, and automatically trigger the airflow sensor when the aircraft is flying, wherein the airflow sensor is installed at the fan port of the ducted fan with a lip shape; use the airflow sensor to sense the real-time airflow speed, and when the real-time airflow speed meets the inlet restriction condition, after a preset experimental flight time, obtain the real-time flight direction and real-time airflow density of the aircraft; calculate the turbulent kinetic energy based on the real-time airflow speed, real-time flight direction and real-time airflow density;

[0178] The turbulent kinetic energy adjustment calculation module 103 is used to determine whether the turbulent kinetic energy is greater than a preset kinetic energy threshold; if the turbulent kinetic energy is not greater than the kinetic energy threshold, return to the above step of using the airflow sensor to sense the real-time airflow velocity; if the turbulent kinetic energy is greater than the kinetic energy threshold, perform shape adjustment on the lip shape to obtain an adjusted lip shape, and use the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0179] The starting kinetic energy replacement module 104 is used to use the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine; calculate the replacement ratio of the gas kinetic energy to the starting kinetic energy, calculate the replacement kinetic energy of the starting kinetic energy using the replacement ratio, and replace the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy to complete the smooth flight of the aircraft.

[0180] In detail, the modules in the aerodynamic loss reduction system 100 for the ducted fan with a lip shape in the embodiment of the present invention are used in the same manner as described above. Figure 1 The aerodynamic loss reduction method of the ducted fan with a lip shape described in the invention has the same technical means and can produce the same technical effect, so it will not be repeated here.

[0181] like Figure 3 , is a schematic diagram of the structure of an electronic device for realizing a method for reducing aerodynamic losses of a ducted fan with a lip shape provided by an embodiment of the present invention.

[0182] The electronic device 1 may include a processor 10, a memory 11 and a bus 12, and may also include a computer program stored in the memory 11 and executable on the processor 10, such as a method program for reducing aerodynamic losses of a ducted fan with a lip shape.

[0183] Wherein, the memory 11 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, mobile hard disk, multimedia card, card-type memory (for example: SD or DX memory, etc.), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the electronic device 1, such as a mobile hard disk of the electronic device 1. In other embodiments, the memory 11 can also be an external storage device of the electronic device 1, such as a plug-in mobile hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device 1. Further, the memory 11 also includes an internal storage unit of the electronic device 1 and an external storage device. The memory 11 can not only be used to store application software and various types of data installed in the electronic device 1, such as the code of the aerodynamic loss reduction method program of the ducted fan with lip shape, etc., but also can be used to temporarily store data that has been output or is to be output.

[0184] In some embodiments, the processor 10 may be composed of an integrated circuit, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor 10 is the control core (Control Unit) of the electronic device, and uses various interfaces and lines to connect various components of the entire electronic device, and executes or executes programs or modules stored in the memory 11 (such as a method for reducing aerodynamic losses of a ducted fan with a lip shape, etc.), and calls data stored in the memory 11 to execute various functions of the electronic device 1 and process data.

[0185] The bus 12 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus 12 may be divided into an address bus, a data bus, a control bus, etc. The bus 12 is configured to realize connection and communication between the memory 11 and at least one processor 10, etc.

[0186] Figure 3 Only an electronic device with components is shown, and those skilled in the art will understand that Figure 3 The structure shown does not constitute a limitation on the electronic device 1, and may include fewer or more components than shown in the figure, or combine certain components, or arrange the components differently.

[0187] For example, although not shown, the electronic device 1 may also include a power source (such as a battery) for supplying power to various components. Preferably, the power source may be logically connected to the at least one processor 10 through a power management device, so that the power management device can realize functions such as charging management, discharging management, and power consumption management. The power source may also include one or more DC or AC power sources, recharging devices, power failure detection circuits, power converters or inverters, power status indicators, and other arbitrary components. The electronic device 1 may also include a variety of sensors, Bluetooth modules, Wi-Fi modules, etc., which will not be repeated here.

[0188] Furthermore, the electronic device 1 may also include a network interface. Optionally, the network interface may include a wired interface and / or a wireless interface (such as a WI-FI interface, a Bluetooth interface, etc.), which is generally used to establish a communication connection between the electronic device 1 and other electronic devices.

[0189] Optionally, the electronic device 1 may further include a user interface, which may be a display, an input unit (such as a keyboard), or a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode) touch device. The display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the electronic device 1 and to display a visual user interface.

[0190] The aerodynamic loss reduction method program of the ducted fan with lip shape stored in the memory 11 of the electronic device 1 is a combination of multiple instructions. When running in the processor 10, it can achieve:

[0191] receiving a flight instruction of the aircraft, and starting a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor;

[0192] receiving an initial flight power of the aircraft, and calculating a starting gas amount entering the power device based on the initial flight power;

[0193] When the calculation is successful, the calculated starting gas amount is used to obtain gas, and the starting kinetic energy of the turboprop engine is generated by using the gas;

[0194] An inlet restriction condition is set, and the propeller is driven to work by using the starting kinetic energy, and when the aircraft is flying, the airflow sensor is automatically triggered, wherein the airflow sensor is installed at the fan inlet of the ducted fan with a lip shape;

[0195] The airflow sensor is used to sense the real-time airflow velocity. When the real-time airflow velocity meets the inlet restriction condition, the real-time flight direction and real-time airflow density of the aircraft are obtained after a preset experimental flight time.

[0196] Calculating turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density;

[0197] Determining whether the turbulent kinetic energy is greater than a preset kinetic energy threshold;

[0198] If the turbulent kinetic energy is not greater than the kinetic energy threshold, returning to the above step of using the airflow sensor to sense the real-time airflow velocity;

[0199] If the turbulent kinetic energy is greater than the kinetic energy threshold, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0200] Using the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine;

[0201] The replacement ratio of the gas kinetic energy to the starting kinetic energy is calculated, the replacement kinetic energy of the starting kinetic energy is calculated using the replacement ratio, and the starting kinetic energy is replaced based on the replacement kinetic energy and the gas kinetic energy to complete the stable flight of the aircraft.

[0202] Specifically, the specific implementation method of the processor 10 for the above instructions can refer to Figures 1 to 3 The description of the relevant steps in the corresponding embodiments will not be repeated here.

[0203] Furthermore, if the module / unit integrated in the electronic device 1 is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. The computer-readable storage medium can be volatile or non-volatile. For example, the computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, and a read-only memory (ROM).

[0204] The present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor of an electronic device, the computer program can implement:

[0205] receiving a flight instruction of the aircraft, and starting a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor;

[0206] receiving an initial flight power of the aircraft, and calculating a starting gas amount entering the power device based on the initial flight power;

[0207] When the calculation is successful, the calculated starting gas amount is used to obtain gas, and the starting kinetic energy of the turboprop engine is generated by using the gas;

[0208] An inlet restriction condition is set, and the propeller is driven to work by using the starting kinetic energy, and when the aircraft is flying, the airflow sensor is automatically triggered, wherein the airflow sensor is installed at the fan inlet of the ducted fan with a lip shape;

[0209] The airflow sensor is used to sense the real-time airflow velocity. When the real-time airflow velocity meets the inlet restriction condition, the real-time flight direction and real-time airflow density of the aircraft are obtained after a preset experimental flight time.

[0210] Calculating turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density;

[0211] Determining whether the turbulent kinetic energy is greater than a preset kinetic energy threshold;

[0212] If the turbulent kinetic energy is not greater than the kinetic energy threshold, returning to the above step of using the airflow sensor to sense the real-time airflow velocity;

[0213] If the turbulent kinetic energy is greater than the kinetic energy threshold, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy;

[0214] Using the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine;

[0215] The replacement ratio of the gas kinetic energy to the starting kinetic energy is calculated, the replacement kinetic energy of the starting kinetic energy is calculated using the replacement ratio, and the starting kinetic energy is replaced based on the replacement kinetic energy and the gas kinetic energy to complete the stable flight of the aircraft.

[0216] In the several embodiments provided by the present invention, it should be understood that the disclosed devices, systems and methods can be implemented in other ways. For example, the system embodiments described above are only illustrative, and actual implementation may have other division methods.

[0217] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0218] In addition, each functional module in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional modules.

[0219] It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0220] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention.

Claims

1. A method for reducing aerodynamic losses of a ducted fan with a lip shape, characterized in that: The method comprises: receiving a flight instruction of the aircraft, and starting a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor; receiving an initial flight power of the aircraft, and calculating a starting gas amount entering the power device based on the initial flight power; When the calculation is successful, the calculated starting gas amount is used to obtain gas, and the starting kinetic energy of the turboprop engine is generated by using the gas; An inlet restriction condition is set, and the propeller is driven to work by using the starting kinetic energy, and when the aircraft is flying, the airflow sensor is automatically triggered, wherein the airflow sensor is installed at the fan inlet of the ducted fan with a lip shape; The airflow sensor is used to sense the real-time airflow velocity. When the real-time airflow velocity meets the inlet restriction condition, the real-time flight direction and real-time airflow density of the aircraft are obtained after a preset experimental flight time. Calculating turbulent kinetic energy based on the real-time airflow velocity, real-time flight direction and real-time airflow density; Determining whether the turbulent kinetic energy is greater than a preset kinetic energy threshold; If the turbulent kinetic energy is not greater than the kinetic energy threshold, returning to the above step of using the airflow sensor to sense the real-time airflow velocity; If the turbulent kinetic energy is greater than the kinetic energy threshold, performing shape adjustment on the lip shape to obtain an adjusted lip shape, and using the adjusted lip shape to calculate the adjusted turbulent kinetic energy; Using the adjusted turbulent kinetic energy to start a pre-constructed gas energy engine to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine; calculating a replacement ratio of the gas kinetic energy to the starting kinetic energy, calculating replacement kinetic energy of the starting kinetic energy using the replacement ratio, and replacing the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy to complete a stable flight of the aircraft; The replacement kinetic energy refers to a portion of the starting kinetic energy that is not replaced by the gas kinetic energy.

2. The method for reducing aerodynamic losses of a ducted fan with a lip shape according to claim 1, characterized in that: The method of calculating the amount of starting gas entering the power device based on the initial flight power includes: A fuel meter, a radar speed meter, a flight timer and a thrust sensor are provided, the aircraft is caused to start flying from rest based on the initial flight power, the flight speed of the aircraft is monitored in real time by the radar speed meter, the flight thrust of the aircraft is monitored in real time by the thrust sensor, and the flight power is calculated based on the flight speed and the flight thrust; Determining whether the flight power is equal to the initial flight power; If the flight power is not equal to the initial flight power, the flight thrust of the aircraft is adjusted, and the process returns to the above step of determining whether the flight power is equal to the initial flight power; If the flight power is equal to the initial flight power, the flight timer is used to obtain the initial flight time of the aircraft from rest to flying at the initial flight power, and the fuel consumption rate is calculated based on the fuel meter and the initial flight time; Obtain the fuel calorific value, and calculate the propulsion efficiency using the fuel calorific value, flight speed, fuel consumption rate, and flight thrust: ， in, Refers to propulsion efficiency, Refers to the flight thrust, Refers to the flight speed, Refers to the fuel consumption rate, Refers to the calorific value of fuel; The thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate and intake speed are obtained, and the starting gas amount is calculated based on the thermal efficiency, specific heat capacity at constant pressure, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow rate, intake speed, initial flight power, initial flight time and propulsion efficiency.

3. The method for reducing aerodynamic losses of a ducted fan with a lip shape as claimed in claim 2, characterized in that: The calculation of the startup gas amount based on the thermal efficiency, constant pressure specific heat capacity, intake temperature, compressor efficiency, compression ratio, atmospheric pressure, air flow, intake speed, initial flight power, initial flight time and propulsion efficiency includes: Use the following formula to calculate the starting gas quantity: ， in, Refers to the starting gas volume, Refers to the initial flight power, Refers to the initial flight time, Refers to thermal efficiency, Specify the specific heat capacity, Intake air temperature, Refers to the compressor efficiency, Refers to the compression ratio, Refers to atmospheric pressure, Refers to propulsion efficiency, Refers to air flow, Refers to the air intake speed.

4. The method for reducing aerodynamic losses of a ducted fan with a lip shape according to claim 3, characterized in that: The calculating of turbulent kinetic energy based on the real-time airflow velocity, the real-time flight direction and the real-time airflow density comprises: Based on the real-time flight direction, three-dimensional division is performed to obtain an x-axis direction, a y-axis direction and a z-axis direction, wherein the x-axis direction refers to the forward direction of the aircraft, the y-axis direction refers to the direction from the left side of the aircraft to the right side of the aircraft, and the z-axis direction refers to the direction from the bottom of the aircraft to the top of the aircraft; Obtaining the instantaneous x-direction velocity of the x-axis direction, the instantaneous y-direction velocity of the y-axis direction, and the instantaneous z-direction velocity of the z-axis direction; Based on the experimental flight time, an average x-direction velocity in the x-axis direction, an average y-direction velocity in the y-axis direction, and an average z-direction velocity in the z-axis direction are calculated; The x-direction velocity, y-direction velocity, z-direction velocity, x-direction average velocity, y-direction average velocity, and z-direction average velocity are used to calculate the x-direction velocity fluctuation, y-direction velocity fluctuation, and z-direction velocity fluctuation respectively: ， in, refers to the velocity fluctuation in the x direction, refers to the instantaneous velocity in the x direction, Refers to the average velocity in the x direction; ， in, refers to the velocity fluctuation in the y direction, refers to the instantaneous velocity in the y direction, It refers to the average velocity in the y direction; ， in, refers to the velocity fluctuation in the z direction, refers to the instantaneous velocity in the z direction, Refers to the average velocity in the z direction; The turbulent kinetic energy is calculated based on the x-direction speed fluctuation, the y-direction speed fluctuation, the z-direction speed fluctuation and the real-time airflow density.

5. The method for reducing aerodynamic losses of a ducted fan with a lip shape according to claim 4, characterized in that: The calculating of turbulent kinetic energy based on the x-direction velocity fluctuation, the y-direction velocity fluctuation, the z-direction velocity fluctuation and the real-time airflow density comprises: The turbulent kinetic energy is calculated using the following formula: ， in, refers to turbulent kinetic energy, Refers to the real-time airflow density.

6. The method for reducing aerodynamic losses of a ducted fan with a lip shape as claimed in claim 5, characterized in that: The step of performing shape adjustment on the lip shape to obtain an adjusted lip shape, and calculating the adjusted turbulent kinetic energy using the adjusted lip shape, comprises: Obtain the lip radius, lip thickness, arc length, and maximum arc of the lip shape; Construct a plane coordinate system, obtain the lip curvature, abscissa and ordinate, and construct a parametric equation of the lip shape based on the lip curvature, abscissa, ordinate, plane coordinate system, lip radius, curvature length and maximum curvature: ， in, Refers to the horizontal coordinate of the lip shape in the plane coordinate system. Refers to the lip radius, refers to the cosine function, Refers to the ordinate of the lip shape in the plane coordinate system. Refers to the curvature of the lips. Refers to the maximum curvature, which refers to the curvature of the steepest part of the lip curve; Taking a first-order derivative of the parameter equation of the lip shape to obtain a first-order derivative, and taking a second-order derivative of the parameter equation of the lip shape to obtain a second-order derivative; Calculating the lip curvature based on the first-order derivative and the second-order derivative; Calculate the lip smoothness based on the lip curvature: ， in, Refers to the smoothness of lips. Refers to the curvature of the lips; Determine whether the lip smoothness is less than a preset smoothness threshold; If the lip smoothness is less than the smoothness threshold, the lip radius is increased by 10% and the lip thickness is reduced by 10%, and the process returns to the above step of determining whether the lip smoothness is less than the preset smoothness threshold; If the lip smoothness is not less than the smoothness threshold, the turbulent kinetic energy is adjusted based on the lip smoothness calculation.

7. The method for reducing aerodynamic losses of a ducted fan with a lip shape according to claim 6, characterized in that: The method of calculating and adjusting the turbulent kinetic energy based on the lip smoothness includes: Based on the lip smoothness, the lip smoothness coefficient is quantified to obtain the adjusted lip radius and the maximum lip radius, and the adjusted turbulent kinetic energy is calculated based on the lip smoothness coefficient, the adjusted lip radius and the maximum lip radius: ， in, Refers to the adjustment of turbulent kinetic energy, Refers to the lip smoothness coefficient, Refer to adjust the lip radius, Refers to the maximum lip radius; The lip smoothness coefficient refers to the coefficient obtained after quantifying the lip smoothness, and is used to measure the influence of the lip on the gas flow. The adjusted lip radius refers to the lip radius after adjustment, and the maximum lip radius refers to the maximum value that the lip radius can reach.

8. The method for reducing aerodynamic losses of a ducted fan with a lip shape as claimed in claim 7, characterized in that: The method of using the adjusted turbulent kinetic energy to start a pre-built gas energy engine to obtain gas kinetic energy includes: The efficiency coefficient, standard airflow density and standard airflow velocity of adjusting the turbulent kinetic energy to be converted into gas kinetic energy are obtained, and the gas kinetic energy is calculated based on the efficiency coefficient, standard airflow density, standard airflow velocity, adjusted turbulent kinetic energy, real-time airflow density and real-time airflow velocity: ， in, The kinetic energy of gas, Refers to the efficiency coefficient, Refers to the standard air flow density, Refers to the real-time air flow velocity, Refers to standard air flow velocity.

9. The method for reducing aerodynamic losses of a ducted fan with a lip shape as claimed in claim 8, characterized in that: The calculating the replacement ratio of the gas kinetic energy to the starting kinetic energy comprises: The replacement ratio is calculated based on the starting gas volume, fuel calorific value, thermal efficiency and gas kinetic energy: ， in, Refers to the replacement ratio.

10. An aerodynamic loss reduction system for a ducted fan with a lip shape, characterized in that: The system comprises: A starting kinetic energy generation module is used to receive a flight instruction of the aircraft, start a turboprop engine of the aircraft based on the flight instruction, wherein the turboprop engine includes: a propeller, a power device and a compressor; receive an initial flight power of the aircraft, calculate the amount of starting gas entering the power device based on the initial flight power; when the calculation is successful, obtain gas using the calculated amount of starting gas, and use the gas to generate starting kinetic energy of the turboprop engine; The turbulent kinetic energy calculation module is used to set the inlet restriction condition, use the starting kinetic energy to drive the propeller to work, and automatically trigger the airflow sensor when the aircraft is flying, wherein the airflow sensor is installed at the fan port of the ducted fan with a lip shape; use the airflow sensor to sense the real-time airflow speed, and when the real-time airflow speed meets the inlet restriction condition, after a preset experimental flight time, obtain the real-time flight direction and real-time airflow density of the aircraft; calculate the turbulent kinetic energy based on the real-time airflow speed, real-time flight direction and real-time airflow density; The turbulent kinetic energy calculation module is used to determine whether the turbulent kinetic energy is greater than a preset kinetic energy threshold; if the turbulent kinetic energy is not greater than the kinetic energy threshold, return to the above step of using the airflow sensor to sense the real-time airflow velocity; if the turbulent kinetic energy is greater than the kinetic energy threshold, perform shape adjustment on the lip shape to obtain an adjusted lip shape, and use the adjusted lip shape to calculate the adjusted turbulent kinetic energy; a starting kinetic energy replacement module, for starting a pre-built gas energy engine using the adjusted turbulent kinetic energy to obtain gas kinetic energy, wherein the gas energy engine is a non-variable displacement engine; calculating a replacement ratio of the gas kinetic energy to the starting kinetic energy, calculating a replacement kinetic energy of the starting kinetic energy using the replacement ratio, and replacing the starting kinetic energy based on the replacement kinetic energy and the gas kinetic energy to complete a stable flight of the aircraft; The replacement kinetic energy refers to a portion of the starting kinetic energy that is not replaced by the gas kinetic energy.

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