Energy-saving control method and system for low-altitude manned aircraft

Abstract

The invention discloses an energy-saving control method for a low-altitude manned aircraft. The method comprises the following steps: acquiring atmospheric characteristic data and aircraft characteristic data; calculating to obtain real-time atmospheric pressure and real-time temperature; calculating according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density; calculating according to the real-time density and the aircraft characteristic data to obtain a windward area; calculating according to the windward area, the real-time density and the aircraft characteristic data to obtain adjustment mass; calculating according to the characteristic data of the aircraft, the adjustment mass, the windward area and the real-time density to obtain the optimal speed; and calculating according to the optimal speed, the real-time density, the windward area and the aircraft characteristic data to obtain real-time power and aircraft lift force, and performing energy-saving control operation according to the real-time power and the aircraft lift force. According to the method, closed-loop energy-saving control of the aircraft in different flight modes can be realized, and the power consumption of the aircraft is reduced.

Description

Technical Field

[0001] The present invention relates to the general technical field of aircraft, and in particular to an energy-saving control method and system for a low-altitude manned aircraft. Background Art

[0002] At present, small air-breathing engines or ramjets are often used as flight propulsion devices in aircraft operating in near-space. Due to their compact structure, small size and limited thrust, these engines are used to meet the needs of aircraft in terms of long-range flight and maneuverability. However, due to the short working time of the engine itself and the high fuel consumption, the endurance of the aircraft is limited when performing missions, making it difficult to achieve efficient and long-term flight.

[0003] In one prior art, the control method of the aircraft is mainly designed for fixed-wing aircraft or helicopters. For example, fixed-wing aircraft provide thrust through the power system to achieve stable flight under the balance of lift and gravity; while helicopters control the flight direction and attitude by adjusting the speed and angle of attack of the rotor system. These control methods achieve the flight missions of the aircraft in the climbing, level flight and landing phases by adjusting the power output and aerodynamic parameters. However, the design ideas of these technologies are mainly based on conventional aircraft, and have not been effectively adapted to the special working mode and power requirements of low-altitude manned aircraft, especially the small air-breathing engines or multi-nozzle engines used in new aircraft.

[0004] The existing technology has the problems that the control links are independent of each other, the energy-saving performance of the aircraft is poor, and the power consumption is high. Summary of the invention

[0005] The present invention provides an energy-saving control method and system for a low-altitude manned aircraft, so as to realize closed-loop energy control of the aircraft under different flight modes and reduce the power consumption of the aircraft.

[0006] In a first aspect, in order to solve the above technical problems, the present invention provides an energy-saving control method for a low-altitude manned aircraft, comprising:

[0007] Acquiring atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient;

[0008] Calculate environmental characteristics based on the atmospheric characteristic data and the aircraft characteristic data to obtain real-time atmospheric pressure and real-time temperature;

[0009] Performing density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density;

[0010] Performing area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area;

[0011] Performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass;

[0012] Calculate the speed according to the aircraft characteristic data, the adjusted mass, the frontal area and the real-time density to obtain the optimal speed;

[0013] Calculation is performed based on the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and aircraft lift, and energy-saving control operations are performed based on the real-time power and the aircraft lift.

[0014] Preferably, the calculation formula of the real-time atmospheric pressure is:

[0015]

[0016] Among them, P0 is the standard atmospheric pressure; H is the aircraft altitude; H0 is the characteristic altitude of the standard atmospheric pressure; P is the real-time atmospheric pressure;

[0017] The calculation formula of the real-time temperature is:

[0018] T=T0-Γ·H

[0019] Wherein, T is the real-time temperature; H is the aircraft altitude; T0 is the standard sea level temperature; Γ is the ambient temperature decrease rate.

[0020] Preferably, the calculation formula of the real-time density is:

[0021]

[0022] Among them, ρ0 is the standard atmospheric density; T is the real-time temperature; P is the real-time atmospheric pressure; T is the real-time temperature; R is the specific gas constant; ρ is the real-time density.

[0023] Preferably, the calculation formula of the windward area is:

[0024]

[0025] Where ρ is the real-time density; V is the real-time velocity; S is the windward area; m is the real-time mass; C L is the lift coefficient; g is the acceleration due to gravity.

[0026] Preferably, the calculation formula of the adjustment quality is:

[0027]

[0028] Where V is the real-time speed; S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity.

[0029] Preferably, the calculation formula of the optimal speed is:

[0030]

[0031] Where, S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity; V max For optimal speed.

[0032] Preferably, the calculation formula of the real-time power is:

[0033] P n =0.5·S·ρ·V max 3 ·C D

[0034] Among them, C D is the resistance coefficient; ρ is the real-time density; V max is the best speed; P n is the real-time power; S is the windward area;

[0035] The calculation formula of the aircraft lift is:

[0036] L=0.5·S·ρ·V max 2 ·C L

[0037] Among them, C L is the lift coefficient; ρ is the real-time density; V max is the optimal speed; L is the lift of the aircraft; S is the frontal area.

[0038] Preferably, the energy-saving control operation is performed according to the real-time power and the aircraft lift, including:

[0039] For the climb mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the climb power threshold, the thrust output of the aircraft engine is reduced;

[0040] For the level flight mode, when the lift of the aircraft is unbalanced with the gravity of the aircraft, the lift coefficient is adjusted dynamically; when the real-time power exceeds the level flight power threshold, the flight speed and engine thrust output are adjusted dynamically;

[0041] For the landing mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the landing wind resistance power threshold, the thrust output of the aircraft engine is reduced.

[0042] In a second aspect, the present invention provides an energy-saving control system for a low-altitude manned aircraft, comprising:

[0043] A characteristic data acquisition module, used to acquire atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient;

[0044] An environmental characteristic calculation module, used to calculate environmental characteristics according to the atmospheric characteristic data and the aircraft characteristic data, and obtain real-time atmospheric pressure and real-time temperature;

[0045] A real-time density calculation module, used to perform density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density;

[0046] A windward area calculation module, used to perform area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area;

[0047] An adjusted mass calculation module, used for performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass;

[0048] An optimal speed calculation module, used to perform speed calculation according to the aircraft characteristic data, the adjusted mass, the windward area and the real-time density to obtain an optimal speed;

[0049] an energy-saving control operation module, for calculating according to the optimal speed, the real-time density, the frontal area and the aircraft characteristic data, obtaining the real-time power and the aircraft lift, and performing energy-saving control operations according to the real-time power and the aircraft lift

[0050] In a third aspect, the present invention further provides an electronic device comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the energy-saving control method for a low-altitude manned aircraft as described above is implemented.

[0051] In a fourth aspect, the present invention further provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned energy-saving control methods for low-altitude manned aircraft.

[0052] Compared with the prior art, the present invention provides an energy-saving control method and system for low-altitude manned aircraft, which reduces the power consumption of the aircraft and improves the endurance and flight efficiency of the aircraft by optimizing the energy management and control strategy of the aircraft. The present invention obtains atmospheric characteristic data and aircraft characteristic data, including key parameters such as standard atmospheric pressure, standard temperature, real-time altitude, real-time speed, real-time mass, lift coefficient and drag coefficient, performs dynamic environmental characteristic calculation, and obtains the atmospheric pressure and temperature at the flight altitude in real time. Subsequently, based on the atmospheric characteristic data and aircraft data, the real-time atmospheric density is obtained by density calculation, which provides a basis for further energy calculation. On this basis, the present invention dynamically adjusts the windward area and the aircraft mass according to the real-time atmospheric density and the aircraft speed through windward area calculation and mass adjustment calculation, ensuring that the aircraft can maintain the best aerodynamic characteristics under different flight modes (climbing, level flight, landing). Through the optimal speed calculation, the present invention determines the optimal flight speed of the aircraft under different working conditions, reducing air resistance and energy consumption. In addition, the present invention evaluates the real-time required power and the lift generated by the aircraft through power and lift calculations based on the optimal speed, real-time density and frontal area, and performs energy-saving control operations in different flight modes. In the climb mode, if the lift of the aircraft is too high or the power exceeds the threshold, the system automatically reduces the lift coefficient and engine thrust output to reduce energy waste; in the level flight mode, the lift coefficient is dynamically adjusted to ensure the balance between lift and gravity and maintain a stable level flight state; in the landing mode, the lift coefficient and engine thrust output are controlled to reduce energy consumption and ensure a smooth landing of the aircraft.

[0053] Through the above method, the present invention realizes closed-loop energy control of the aircraft in different flight modes, reduces the power consumption of the aircraft, and improves the endurance and flight efficiency of the low-altitude manned aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 It is a schematic flow chart of an energy-saving control method for a low-altitude manned aircraft provided by a first embodiment of the present invention;

[0055] Figure 2 It is a schematic diagram of the structure of an energy-saving control system for a low-altitude manned aircraft provided by the second embodiment of the present invention. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] Reference Figure 1 The first embodiment of the present invention provides an energy-saving control method for a low-altitude manned aircraft, comprising the following steps:

[0058] S11, acquiring atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; and the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient;

[0059] S12, performing environmental characteristic calculation according to the atmospheric characteristic data and the aircraft characteristic data to obtain real-time atmospheric pressure and real-time temperature;

[0060] S13, performing density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain a real-time density;

[0061] S14, performing area calculation according to the real-time density and the aircraft characteristic data to obtain a windward area;

[0062] S15, performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass;

[0063] S16, performing speed calculation according to the aircraft characteristic data, the adjusted mass, the frontal area and the real-time density to obtain an optimal speed;

[0064] S17, performing calculations based on the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain real-time power and aircraft lift, and performing energy-saving control operations based on the real-time power and the aircraft lift.

[0065] In step S11, it is necessary to obtain atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient, including:

[0066] In a specific embodiment, the standard atmospheric pressure is the standard pressure at sea level defined in the International Standard Atmosphere Model, and takes a fixed value:

[0067] P0=101325Pa

[0068] It should be noted that the standard atmospheric pressure is used as the basis for calculating the real-time atmospheric pressure. By combining the aircraft altitude and characteristic length, the real-time atmospheric pressure at the flight altitude is inferred by utilizing the exponential decay relationship between atmospheric pressure and altitude.

[0069] In a specific embodiment, the characteristic altitude of standard atmospheric pressure is a characteristic constant of atmospheric pressure changing with altitude, which is given by the standard atmosphere model and takes a fixed value:

[0070] H0=8434.5m

[0071] It should be noted that the characteristic altitude of standard atmospheric pressure is used to calculate the real-time atmospheric pressure and determine the atmospheric pressure values ​​at different flight altitudes. It describes the speed of atmospheric pressure change and ensures the accuracy of atmospheric characteristic data.

[0072] In a specific embodiment, the standard sea level temperature is the sea level temperature defined in the standard atmosphere model and takes a fixed value:

[0073] T0=288.15K(15°C)

[0074] It should be noted that the sea level standard temperature is combined with the ambient temperature lapse rate and the aircraft altitude to calculate the real-time temperature. Temperature is an important factor affecting air density, and subsequent aerodynamic parameters (such as lift and drag) all rely on the temperature calculation results.

[0075] In a specific embodiment, the ambient temperature decrease rate is the rate at which the atmospheric temperature decreases linearly with altitude, and takes a fixed value:

[0076] Γ=0.0065K / m

[0077] It should be noted that the ambient temperature decrease rate, the sea level standard temperature and the aircraft altitude jointly determine the real-time temperature.

[0078] In a specific embodiment, the standard atmospheric density is the air density under standard conditions at sea level, and takes a fixed value:

[0079] ρ0=1.225kg / m 3

[0080] It should be noted that standard atmospheric density is the benchmark value for calculating real-time density at flight altitude. The real-time density is calculated by combining the real-time temperature and real-time atmospheric pressure through a formula. Real-time density is the core data for calculating aerodynamic parameters (such as frontal area, lift, and drag).

[0081] In a specific embodiment, the specific gas constant is the ideal gas constant of air and takes a fixed value:

[0082] R=287J / (kg·K)

[0083] It should be noted that the specific gas constant is the real-time density of air calculated by the ideal gas state equation in combination with the real-time temperature and real-time atmospheric pressure. Air density has a direct impact on the lift and drag characteristics of an aircraft.

[0084] In a specific embodiment, the aircraft altitude is measured in real time by an altitude sensor (such as a barometric altimeter, a laser rangefinder, or a GPS system).

[0085] It should be noted that the aircraft altitude is a key parameter for calculating real-time atmospheric pressure, real-time temperature and real-time density. Altitude changes directly affect the characteristics of the atmospheric environment, which in turn affects aerodynamic parameters and aircraft power requirements.

[0086] In a specific embodiment, the real-time speed is obtained by using a pitot tube, a GPS speed sensor or an inertial navigation system on the aircraft to obtain the speed of the aircraft in real time.

[0087] It should be noted that real-time speed is an input parameter for calculating frontal area, aircraft power and aircraft lift. The speed directly determines aerodynamic characteristics and flight energy consumption.

[0088] In a specific embodiment, the real-time mass is the current mass of the aircraft estimated in real time by an aircraft load monitoring system (such as a fuel flow meter, a load sensor).

[0089] It should be noted that real-time mass is an input parameter for calculating the frontal area, aircraft power and optimal speed, which affects the energy balance and control strategy of the aircraft in different modes (climb, level flight, landing).

[0090] In a specific embodiment, the lift coefficient is mainly related to the aircraft's airfoil, angle of attack (angle of attack) and flight state. The initial value is determined by the aircraft's aerodynamic design parameters, and the lift coefficient under a specific flight state is obtained based on wind tunnel tests or numerical simulation analysis. During actual flight, the attitude sensors (such as angle of attack sensors, angular velocity sensors) equipped with the aircraft can monitor the change in the angle of attack of the aircraft in real time, and dynamically adjust the lift coefficient in combination with the aircraft's flight state (such as climb, level flight or landing mode). Through the feedback adjustment of the flight control system, it is ensured that the aircraft maintains the required lift in different flight modes to meet the flight stability and energy optimal control requirements. For example, in level flight mode, maintain a moderate angle of attack to reduce drag while meeting the balance between lift and gravity.

[0091] It should be noted that the initial value of the lift coefficient is obtained during the aircraft design phase through wind tunnel tests or computational fluid dynamics simulation (CFD). For example, in a wind tunnel test, the lift coefficient at different angles of attack is measured by changing the aircraft's angle of attack (angle of attack), and a curve showing the relationship between the lift coefficient and the angle of attack is plotted as a reference for the aircraft's aerodynamic design. During actual flight, the aircraft uses an angle of attack sensor and an attitude sensor to monitor the current angle of attack in real time, dynamically searches the lift coefficient database through the flight control system, and adjusts the lift coefficient to meet the current flight status. For example, in climb mode, the system will increase the angle of attack by adjusting the elevator angle so that the lift coefficient reaches the target value, providing sufficient lift to overcome gravity and ensure stable climb.

[0092] In a specific embodiment, the drag coefficient is mainly determined by the aerodynamic shape, windward area, surface smoothness and flight state of the aircraft. The initial design value is obtained through wind tunnel tests or numerical simulation analysis, specifically targeting the drag characteristics of the aircraft at different speeds and angles of attack. In actual flight, the drag coefficient can be dynamically adjusted by the aerodynamic feedback system of the aircraft. The sensor monitors the flight speed, airflow disturbance and aircraft attitude changes in real time, thereby calculating the instantaneous drag size and correcting the drag coefficient. In the energy-saving control process, the air resistance caused by the drag coefficient is minimized by optimizing the windward area and flight attitude. For example, in level flight mode, reducing the angle of attack and optimizing the attitude can effectively reduce the drag coefficient, thereby reducing power consumption and improving the energy efficiency of the aircraft.

[0093] It should be noted that the initial value of the drag coefficient is determined by wind tunnel tests or simulation analysis during the aircraft design phase, measuring the air resistance characteristics of the aircraft at different speeds and angles of attack. In actual flight, the speed sensor and acceleration sensor equipped with the aircraft can measure the flight speed and resistance in real time, and reversely calculate the current drag coefficient through the air resistance formula. The system can also dynamically reduce the drag coefficient by optimizing the flight attitude and angle of attack. For example, in level flight mode, the system detects that the angle of attack is too large, resulting in an increase in the drag coefficient, and automatically adjusts the wing attitude to reduce the angle of attack, thereby reducing air resistance and improving the energy-saving performance of the aircraft.

[0094] In step S12, it is necessary to perform environmental characteristic calculations based on the atmospheric characteristic data and the aircraft characteristic data to obtain real-time atmospheric pressure and real-time temperature, including:

[0095] In a specific embodiment, the real-time atmospheric pressure is calculated based on the characteristic that the atmospheric pressure decays exponentially with altitude, and the formula is:

[0096]

[0097] Among them, P0 is the standard atmospheric pressure (fixed value 101325Pa); H is the aircraft altitude; H0 is the characteristic altitude of the standard atmospheric pressure (8434.5m8); P is the real-time atmospheric pressure;

[0098] It should be noted that the acquisition of real-time atmospheric pressure provides the necessary input for subsequent air density calculations. It reflects the impact of altitude changes on the thinness of the air, thereby affecting the calculation accuracy of the aircraft's aerodynamic characteristics, such as the actual performance of lift and drag.

[0099] Specifically, the system first collects the current aircraft altitude in real time through sensors and transmits the data to the control system for calculation. The system uses an exponential relationship formula to calculate the real-time atmospheric pressure. For example, when the aircraft is at an altitude of 5000m, the system substitutes the parameters for calculation:

[0100]

[0101] This indicates that as the flight altitude increases, the atmospheric pressure gradually decreases. Real-time atmospheric pressure is an important input parameter for aerodynamic calculations (such as density, drag and lift), which can help the system dynamically analyze the flight environment of the aircraft at different altitudes, thereby providing basic data for calculations such as frontal area and power requirements.

[0102] In a specific embodiment, the real-time temperature is calculated based on the law that the sea level standard temperature decreases linearly with the flight altitude, and the calculation formula is:

[0103] T=T0-Γ·H

[0104] Where, T is the real-time temperature; H is the aircraft altitude; T0 is the standard sea level temperature (288.15K, about 15°C); Γ is the ambient temperature lapse rate (0.0065K / m).

[0105] It should be noted that the acquisition of real-time temperature directly affects the results of air density calculations, because a decrease in temperature will lead to an increase in air density, which supports the calculation of aerodynamic parameters such as the lift, drag, and power requirements of the aircraft.

[0106] Specifically, the system obtains the current altitude of the aircraft through the altitude sensor and inputs the altitude data into the temperature formula for real-time calculation. For example, when the aircraft rises to an altitude of 5000m, the system calculates:

[0107] T=288.15-(0.0065·5000)=288.15-32.5=255.65K

[0108] Converted to Celsius, it is -17.5℃. Real-time temperature is an important parameter that affects the calculation of air density, because a decrease in temperature will increase air density, thus affecting the aerodynamic performance of the aircraft. Through real-time temperature data, the system can dynamically adjust parameters such as lift, drag, and power requirements. For example, when the temperature is low, the air density increases, and the power required by the aircraft at the same speed will increase accordingly. The system can optimize the thrust control strategy accordingly to ensure that the aircraft achieves the best energy-saving state at different altitudes.

[0109] In step S13, it is necessary to perform density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain the real-time density, including:

[0110] In a specific embodiment, the real-time density is calculated by the following formula:

[0111]

[0112] Among them, ρ0 is the standard atmospheric density; T is the real-time temperature; P is the real-time atmospheric pressure; T is the real-time temperature; R is the specific gas constant; ρ is the real-time density.

[0113] Specifically, first receive the real-time temperature and real-time atmospheric pressure calculated by step S12, and call fixed values ​​such as standard atmospheric pressure, standard atmospheric density and specific gas constant. Substitute these parameters into the density calculation formula, and the system automatically corrects the ratio of the received temperature to the standard temperature 288.15K, and dynamically calculates the air density at the current altitude based on the proportional relationship between the real-time atmospheric pressure and the standard atmospheric pressure. For example, when the aircraft is at an altitude of 5000m, the system substitutes the temperature T=255.65K and the air pressure P=54019Pa into the formula, and calculates the real-time density ρ≈0.736kg / m 3 Finally, the system transmits the calculated density data to the next step (such as the calculation module of frontal area, lift, and drag) to provide input for subsequent aerodynamic analysis and energy-saving control operations.

[0114] It should be noted that real-time density is a dynamic representation of the rarefaction of the air in the environment of the aircraft, and is a key factor in calculating aerodynamic parameters such as lift, drag and power requirements. According to aerodynamic formulas, real-time density affects the lift and drag of the aircraft. In a low-density environment, a higher speed or angle of attack is required to maintain lift balance, thereby increasing energy consumption.

[0115] In step S14, it is necessary to perform area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area, including:

[0116] In a specific embodiment, the frontal area is dynamically calculated through real-time density and aircraft characteristic data (including real-time mass, real-time speed, lift coefficient and gravity acceleration), and the specific formula is as follows:

[0117]

[0118] Where ρ is the real-time density; V is the real-time velocity; S is the windward area; m is the real-time mass; C L is the lift coefficient; g is the acceleration due to gravity.

[0119] It should be noted that the system obtains the altitude and speed data of the aircraft in real time through the altitude sensor and speed sensor, and monitors the angle of attack of the aircraft in real time through the attitude sensor (such as the angle of attack sensor) to determine the lift coefficient. At the same time, the real-time density comes from the calculation result of the previous step S13, and the real-time mass is measured and updated in real time by the load monitoring system of the aircraft. Substituting these parameters into the formula, the system can dynamically calculate the current frontal area of ​​the aircraft. For example, when the mass of the aircraft is 500kg, the density ρ≈0.736kg / m 3 , speed V = 50m / s, lift coefficient CL = 0.8, the calculated frontal area is 3.34m 2 .

[0120] In a specific embodiment, the frontal area represents the effective area of ​​the aircraft in contact with the airflow, and is an important parameter that affects aerodynamic characteristics. By calculating the frontal area in real time, the system can evaluate the lift and drag generated by the aircraft in the current state. The larger the frontal area, the greater the air resistance the aircraft encounters, and the required thrust and power also increase accordingly; the smaller the frontal area, the less air resistance, which helps to reduce energy consumption. Therefore, in different flight modes, the system will dynamically adjust the frontal area according to parameters such as real-time density, speed and mass to balance the lift and drag of the aircraft. For example, in the climb mode, the system increases the frontal area by increasing the lift coefficient CL and the angle of attack to generate sufficient lift to support the aircraft to climb; in the level flight mode, the system will maintain a reasonable frontal area to reduce drag and achieve stable flight.

[0121] In step S15, it is necessary to perform mass calculation according to the frontal area, the real-time density, and the aircraft characteristic data to obtain the adjusted mass, including:

[0122] In a specific embodiment, the system needs to calculate the mass based on the frontal area, real-time density and aircraft characteristic data (including real-time speed, lift coefficient and gravity acceleration) to obtain the adjusted mass of the aircraft. The adjusted mass reflects the mass balance state required by the aircraft in the current flight state, which helps to maintain the stable flight and dynamic energy management of the aircraft. The calculation formula is as follows:

[0123]

[0124] Where V is the real-time speed; S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity.

[0125] It should be noted that the adjusted mass reflects the mass state that the aircraft needs to balance under the current aerodynamic conditions to ensure that the lift and gravity of the aircraft are balanced and maintain stable flight. For example, in high-density and low-speed conditions, the system will readjust the calculated mass according to the actual state to optimize the aircraft's attitude. The calculation of real-time adjustment mass provides a basis for the dynamic energy management of the aircraft. By comparing with the actual mass, the system can determine the load of the aircraft in the current state, dynamically adjust the thrust output, reduce energy consumption, and improve energy saving. In climb, level flight and landing modes, the calculation of the adjusted mass helps the system control the lift demand of the aircraft. For example, in climb mode, the system calculates the required adjustment mass based on the current aerodynamic conditions to ensure that sufficient lift is generated to support the aircraft's climb.

[0126] In step S16, it is necessary to perform speed calculation according to the aircraft characteristic data, the adjusted mass, the frontal area and the real-time density to obtain the optimal speed, including:

[0127] In a specific embodiment, the system calculates the speed based on the aircraft characteristic data, adjusted mass, frontal area and real-time density to obtain the optimal speed under the current flight state. The optimal speed means the speed value at which the aircraft can maintain stable flight and minimize energy consumption under the current environmental conditions. The calculation formula is as follows:

[0128] The calculation formula of the optimal speed is:

[0129]

[0130] Where, S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity; V max For optimal speed.

[0131] It should be noted that the optimal speed allows the lift and gravity of the aircraft to achieve a dynamic balance, ensuring the stable flight of the aircraft in the current state, especially effectively controlling the attitude in different flight modes (such as climbing, level flight, and landing). By calculating the optimal speed, the system can dynamically adjust the speed of the aircraft to ensure that the required lift is generated with minimal energy consumption, reduce fuel or electricity consumption, and improve energy saving.

[0132] Specifically, in climb mode, the system provides the speed adjustment required for climb according to the optimal speed, ensuring sufficient lift to support the stable ascent of the aircraft; in level flight mode, the system maintains the optimal speed to achieve a balance between the lift and gravity of the aircraft, while reducing air resistance and maintaining minimum energy consumption; in landing mode, the system gradually reduces the speed according to the optimal speed, optimizes the balance between drag and lift, and ensures a smooth landing of the aircraft.

[0133] In step S17, it is necessary to calculate according to the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and the aircraft lift, and perform energy-saving control operations according to the real-time power and the aircraft lift, including:

[0134] In a specific embodiment, the system calculates the real-time power and lift of the aircraft based on the optimal speed, real-time density, frontal area and aircraft characteristic data. Based on the calculation results, the system dynamically performs energy-saving control operations in the three flight modes of climb, level flight and landing, optimizes the energy management strategy, and ensures that the aircraft achieves the best flight performance and the lowest power consumption in different states.

[0135] Specifically, the calculation formula of the real-time power is:

[0136] P n =0.5·S·ρ·V max 3 ·C D

[0137] Among them, C D is the resistance coefficient; ρ is the real-time density; V max is the best speed; P n is the real-time power; S is the windward area;

[0138] The calculation formula of the aircraft lift is:

[0139] L=0.5·S·ρ·V max 2 ·C L

[0140] Among them, C L is the lift coefficient; ρ is the real-time density; V max is the optimal speed; L is the lift of the aircraft; S is the frontal area.

[0141] In a specific embodiment, in the climb mode, the aircraft needs to generate enough lift to overcome gravity and achieve ascent, but excessive lift or power consumption will lead to unnecessary energy waste. Therefore, the system adopts the following control strategy: when the lift of the aircraft is greater than the gravity of the aircraft, the system reduces the lift coefficient or adjusts the angle of attack to reduce unnecessary lift output, optimize aerodynamic distribution, and prevent energy waste. For example, if the system detects that the lift is greater than 1.2 times the gravity of the aircraft, the angle of attack is dynamically reduced to return the lift coefficient to the target value to ensure that the aircraft climbs smoothly; when the real-time power is greater than the climb power threshold, the system adjusts the engine thrust output to reduce unnecessary power consumption. While meeting the lift requirements, the system gradually optimizes the thrust output to achieve energy-saving effects.

[0142] It should be noted that the specific setting of the climb power threshold is dynamically set according to the maximum allowable power of the aircraft, flight mission requirements and safety performance limitations, and is determined by combining theoretical calculations in the design phase with actual flight tests. The system will preset a safety threshold. For example, the maximum output power of the aircraft engine is 100kW. In order to avoid overheating or shortened life of the engine due to long-term high load, the climb power threshold can be set to 0.8 times the maximum output power, that is, 80kW. In actual flight, the system monitors the power consumption of the aircraft in real time and compares it with the set threshold. When the real-time power exceeds 80kW, the system will automatically reduce the engine thrust output and reduce unnecessary lift by optimizing the lift coefficient and angle of attack to ensure that the power consumption is within a safe range. For example, during a certain climb, the system detected that the power reached 85kW, exceeding the set threshold. At this time, the system dynamically adjusted the engine thrust output to 78kW, and at the same time fine-tuned the angle of attack to balance lift and power consumption, thereby achieving energy saving and safety control during the climb.

[0143] It should be noted that in climb mode, the aircraft needs to overcome gravity to generate enough lift to achieve ascent. When the system detects that the lift is insufficient, the system increases the lift coefficient by increasing the angle of attack, thereby increasing the aerodynamic lift. The specific operation is to control the elevator to deflect downward, so that the nose of the aircraft is slightly raised, thereby increasing the angle of attack. Increasing the angle of attack increases the airflow speed difference between the upper and lower surfaces of the wing, thereby increasing lift and helping the aircraft to climb smoothly. However, in order to avoid airflow separation and stall caused by excessive angle of attack, the system will control the angle of attack within a reasonable range (such as not exceeding 15°).

[0144] In a specific embodiment, in the level flight mode, the aircraft needs to maintain a stable horizontal flight state to ensure the balance between lift and gravity while reducing energy consumption. The system specifically performs the following control operations: when the lift of the aircraft is unbalanced with the gravity of the aircraft, the system dynamically adjusts the lift coefficient to make the lift equal to the gravity. Through attitude control, the aircraft is kept in stable flight at the optimal angle of attack. For example, if it is detected that the lift of the aircraft is less than the gravity of the aircraft, the system increases the angle of attack to increase the lift coefficient to ensure that the lift is restored to a balanced state; when the real-time power exceeds the level flight power threshold, the system dynamically adjusts the flight speed and engine thrust output according to the actual situation to control the power consumption to a minimum. By optimizing the matching relationship between speed and thrust, the system achieves the lowest energy consumption in the level flight state.

[0145] It should be noted that the specific setting of the level flight power threshold is mainly determined based on the aircraft's cruise power demand, design flight speed and safety margin, to ensure that the aircraft maintains stable flight and minimizes power consumption in the level flight state. For example, assuming that the aircraft is at the optimal design cruise speed of 50m / s, its power demand is theoretically calculated to be 60kW. In order to leave a certain safety margin, the system sets the level flight power threshold to 1.1 times the power demand, that is, 66kW. During the actual flight process, the system monitors the power consumption of the aircraft in real time. When the real-time power exceeds the threshold of 66kW, the system will dynamically adjust the flight speed and engine thrust output to reduce power consumption. For example, if the system detects that the aircraft power reaches 70kW, exceeding the set level flight power threshold, the system will moderately reduce the flight speed to 48m / s, while optimizing the thrust output to ensure that the power falls back to within the range of 65kW, thereby achieving energy-saving control and maintaining a stable level flight state.

[0146] It should be noted that in level flight mode, the lift of the aircraft needs to be balanced with gravity, while reducing air resistance to achieve energy-saving flight. At this time, the system will slightly reduce the angle of attack by fine-tuning the angle of attack to maintain the optimal aerodynamic efficiency of the aircraft. The specific operation is to control the elevator to slightly increase the angle of attack to keep it in the optimal range of 2-5°, ensuring that the lift is equal to the gravity and the air resistance is minimized.

[0147] In a specific embodiment, in the landing mode, the aircraft needs to gradually lower its altitude and land smoothly. The system achieves safe landing and energy optimization through the following operations: when the lift of the aircraft is greater than the weight of the aircraft, the system reduces the lift coefficient and adjusts the angle of attack to gradually reduce the lift, ensuring that the aircraft descends smoothly and avoids unstable landing caused by excessive lift; when the real-time power is greater than the landing wind resistance power threshold, the system reduces the engine thrust output and reduces energy consumption to ensure that the aircraft completes the landing process at a suitable speed. The system also cooperates with flight attitude adjustment to optimize the landing glide distance and improve the safety and stability of landing.

[0148] It should be noted that the setting of the landing wind resistance power threshold is mainly determined based on the deceleration power demand, flight speed and safe landing requirements required by the aircraft during the landing process, to ensure that the aircraft can decelerate smoothly during the landing phase and the power consumption remains within a safe range. For example, assuming that the design landing speed of the aircraft is 30m / s, the wind resistance power at this time is calculated to be 40kW. In order to ensure the safety margin, the system sets the landing wind resistance power threshold to 1.2 times the wind resistance power, that is, 48kW. During the actual landing process, the system monitors the power consumption of the aircraft in real time. When the power exceeds the set threshold of 48kW, the system will dynamically reduce the engine thrust output and reduce the speed and wind resistance of the aircraft by adjusting the angle of attack and lift coefficient. For example, when the system detects that the power reaches 50kW, the system immediately reduces the engine thrust to 45kW and adjusts the angle of attack appropriately to ensure that the aircraft decelerates smoothly and the power falls back to the set threshold, ultimately achieving a safe landing and minimizing energy consumption.

[0149] It should be noted that in landing mode, the aircraft needs to reduce lift to achieve a smooth descent in altitude and speed to ensure a safe landing. The system reduces the lift coefficient by reducing the angle of attack, that is, controlling the elevator to deflect upward, so that the nose of the aircraft is pressed down and the angle of attack is reduced. Reducing the angle of attack will gradually make the lift of the aircraft less than gravity, helping the aircraft to descend smoothly, while reducing unnecessary air resistance and optimizing the deceleration effect.

[0150] In summary, the present invention provides an energy-saving control method and system for a low-altitude manned aircraft, which reduces the power consumption of the aircraft and improves the endurance and flight efficiency of the aircraft by optimizing the energy management and control strategy of the aircraft. The present invention obtains atmospheric characteristic data and aircraft characteristic data, including key parameters such as standard atmospheric pressure, standard temperature, real-time altitude, real-time speed, real-time mass, lift coefficient and drag coefficient, performs dynamic environmental characteristic calculation, and obtains the atmospheric pressure and temperature at the flight altitude in real time. Subsequently, based on the atmospheric characteristic data and aircraft data, the real-time atmospheric density is obtained by density calculation, which provides a basis for further energy calculation. On this basis, the present invention dynamically adjusts the windward area and the aircraft mass according to the real-time atmospheric density and the aircraft speed through windward area calculation and mass adjustment calculation, ensuring that the aircraft can maintain the best aerodynamic characteristics under different flight modes (climbing, level flight, landing). Through the optimal speed calculation, the present invention determines the optimal flight speed of the aircraft under different working conditions, reducing air resistance and energy consumption. In addition, the present invention evaluates the real-time required power and the lift generated by the aircraft through power and lift calculations based on the optimal speed, real-time density and frontal area, and performs energy-saving control operations in different flight modes. In the climb mode, if the lift of the aircraft is too high or the power exceeds the threshold, the system automatically reduces the lift coefficient and engine thrust output to reduce energy waste; in the level flight mode, the lift coefficient is dynamically adjusted to ensure the balance between lift and gravity and maintain a stable level flight state; in the landing mode, the lift coefficient and engine thrust output are controlled to reduce energy consumption and ensure a smooth landing of the aircraft.

[0151] Through the above method, the present invention realizes closed-loop energy control of the aircraft in different flight modes, reduces the power consumption of the aircraft, and improves the endurance and flight efficiency of the low-altitude manned aircraft.

[0152] Reference Figure 2 The second embodiment of the present invention provides an energy-saving control system for a low-altitude manned aircraft, comprising:

[0153] A characteristic data acquisition module, used to acquire atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient;

[0154] An environmental characteristic calculation module, used to calculate environmental characteristics according to the atmospheric characteristic data and the aircraft characteristic data, and obtain real-time atmospheric pressure and real-time temperature;

[0155] A real-time density calculation module, used to perform density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density;

[0156] A windward area calculation module, used to perform area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area;

[0157] An adjusted mass calculation module, used for performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass;

[0158] An optimal speed calculation module, used to perform speed calculation according to the aircraft characteristic data, the adjusted mass, the windward area and the real-time density to obtain an optimal speed;

[0159] The energy-saving control operation module is used to calculate according to the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and the aircraft lift, and perform energy-saving control operations according to the real-time power and the aircraft lift.

[0160] Preferably, the characteristic data acquisition module is specifically used to acquire atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data include standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; and the aircraft characteristic data include aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient.

[0161] Preferably, the environmental characteristic calculation module is specifically used to calculate the environmental characteristics according to the atmospheric characteristic data and the aircraft characteristic data to obtain the real-time atmospheric pressure and real-time temperature, including:

[0162] The calculation formula of the real-time atmospheric pressure is:

[0163]

[0164] Among them, P0 is the standard atmospheric pressure; H is the aircraft altitude; H0 is the characteristic altitude of the standard atmospheric pressure; P is the real-time atmospheric pressure;

[0165] The calculation formula of the real-time temperature is:

[0166] T=T0-Γ·H

[0167] Wherein, T is the real-time temperature; H is the aircraft altitude; T0 is the standard sea level temperature; Γ is the ambient temperature decrease rate.

[0168] Preferably, the real-time density calculation module is specifically used to perform density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain the real-time density, including:

[0169] The calculation formula of the real-time density is:

[0170]

[0171] Among them, ρ0 is the standard atmospheric density; T is the real-time temperature; P is the real-time atmospheric pressure; T is the real-time temperature; R is the specific gas constant; ρ is the real-time density.

[0172] Preferably, the windward area calculation module is specifically used to perform area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area, including:

[0173] The calculation formula of the windward area is:

[0174]

[0175] Where ρ is the real-time density; V is the real-time velocity; S is the windward area; m is the real-time mass; C L is the lift coefficient; g is the acceleration due to gravity.

[0176] Preferably, the adjusted mass calculation module is specifically used to perform mass calculation according to the frontal area, the real-time density, and the aircraft characteristic data to obtain the adjusted mass, including:

[0177] The calculation formula of the adjustment quality is:

[0178]

[0179] Where V is the real-time speed; S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity.

[0180] Preferably, the optimal speed calculation module is specifically used to perform speed calculation according to the aircraft characteristic data, the adjusted mass, the frontal area and the real-time density to obtain the optimal speed, including:

[0181] The calculation formula of the optimal speed is:

[0182]

[0183] Where, S is the windward area; m add To adjust the quality; C Lis the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity; V max For optimal speed.

[0184] Preferably, the energy-saving control operation module is specifically used to calculate according to the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and the aircraft lift, and perform energy-saving control operations according to the real-time power and the aircraft lift, including:

[0185] The calculation formula of the real-time power is:

[0186] P n =0.5·S·ρ·V max 3 ·C D

[0187] Among them, C D is the resistance coefficient; ρ is the real-time density; V max is the best speed; P n is the real-time power; S is the windward area;

[0188] The calculation formula of the aircraft lift is:

[0189] L=0.5·S·ρ·V max 2 ·C L

[0190] Among them, C L is the lift coefficient; ρ is the real-time density; V max is the optimal speed; L is the lift of the aircraft; S is the frontal area.

[0191] The energy-saving control operation is performed according to the real-time power and the lift of the aircraft, comprising:

[0192] For the climb mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the climb power threshold, the thrust output of the aircraft engine is reduced;

[0193] For the level flight mode, when the lift of the aircraft is unbalanced with the gravity of the aircraft, the lift coefficient is adjusted dynamically; when the real-time power exceeds the level flight power threshold, the flight speed and engine thrust output are adjusted dynamically;

[0194] For the landing mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the landing wind resistance power threshold, the thrust output of the aircraft engine is reduced.

[0195] It should be noted that the energy-saving control system of a low-altitude manned aircraft provided in an embodiment of the present invention is used to execute all the process steps of the energy-saving control method of a low-altitude manned aircraft in the above embodiment. The working principles and beneficial effects of the two correspond one to one, and therefore will not be repeated here.

[0196] The embodiment of the present invention further provides an electronic device. The electronic device includes: a processor, a memory, and a computer program stored in the memory and executable on the processor, such as a real-time density calculation program. When the processor executes the computer program, the steps in the above-mentioned energy-saving control method embodiments of the low-altitude manned aircraft are implemented, such as Figure 1 Alternatively, when the processor executes the computer program, the functions of the modules / units in the above-mentioned device embodiments are realized, such as the environment feature calculation module.

[0197] Exemplarily, the computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, which are used to describe the execution process of the computer program in the electronic device.

[0198] The electronic device may be a computing device such as a desktop computer, a notebook, a PDA, and a smart tablet. The electronic device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the above components are merely examples of electronic devices and do not constitute a limitation on the electronic device. The electronic device may include more or fewer components than the above components, or may combine certain components, or different components. For example, the electronic device may also include input and output devices, network access devices, buses, etc.

[0199] The processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the electronic device, and uses various interfaces and lines to connect various parts of the entire electronic device.

[0200] The memory can be used to store the computer program and / or module, and the processor realizes various functions of the electronic device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0201] Wherein, if the module / unit integrated in the electronic device 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. Based on such an understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Wherein, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0202] It should be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the accompanying drawings of the device embodiments provided by the present invention, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines. A person of ordinary skill in the art may understand and implement it without paying any creative effort.

[0203] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for energy-saving control of a low-altitude manned aircraft, characterized in that include: Acquiring atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient; Calculate environmental characteristics based on the atmospheric characteristic data and the aircraft characteristic data to obtain real-time atmospheric pressure and real-time temperature; Performing density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density; Performing area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area; Performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass; Calculate the speed according to the aircraft characteristic data, the adjusted mass, the frontal area and the real-time density to obtain the optimal speed; Calculation is performed based on the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and aircraft lift, and energy-saving control operations are performed based on the real-time power and the aircraft lift.

2. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the real-time atmospheric pressure is: Among them, P0 is the standard atmospheric pressure; H is the aircraft altitude; H0 is the characteristic altitude of the standard atmospheric pressure; P is the real-time atmospheric pressure; The calculation formula of the real-time temperature is: T=T0-Γ·H Wherein, T is the real-time temperature; H is the aircraft altitude; T0 is the standard sea level temperature; Γ is the ambient temperature decrease rate.

3. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the real-time density is: Among them, ρ0 is the standard atmospheric density; T is the real-time temperature; P is the real-time atmospheric pressure; T is the real-time temperature; R is the specific gas constant; ρ is the real-time density.

4. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the windward area is: Where ρ is the real-time density; V is the real-time velocity; S is the windward area; m is the real-time mass; C L is the lift coefficient; g is the acceleration due to gravity.

5. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the adjustment quality is: Where V is the real-time speed; S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity.

6. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the optimal speed is: Where, S is the windward area; m add To adjust the quality; C L is the lift coefficient; ρ is the real-time density; g is the acceleration due to gravity; V max For optimal speed.

7. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The calculation formula of the real-time power is: P.S n N0.5·S·ρ·V max 3 ·C D Among them, C D is the resistance coefficient; ρ is the real-time density; V max is the best speed; P n is the real-time power; S is the windward area; The calculation formula of the aircraft lift is: L=0.5·S·ρ·V max 2 ·C L Among them, C L is the lift coefficient; ρ is the real-time density; V max is the optimal speed; L is the lift of the aircraft; S is the frontal area.

8. The energy-saving control method for a low-altitude manned aircraft according to claim 1, characterized in that: The energy-saving control operation is performed according to the real-time power and the lift of the aircraft, comprising: For the climb mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the climb power threshold, the thrust output of the aircraft engine is reduced; For the level flight mode, when the lift of the aircraft is unbalanced with the gravity of the aircraft, the lift coefficient is adjusted dynamically; when the real-time power exceeds the level flight power threshold, the flight speed and engine thrust output are adjusted dynamically; For the landing mode, when the lift of the aircraft is greater than the weight of the aircraft, the lift coefficient is reduced and the angle of attack is adjusted; when the real-time power is greater than the landing wind resistance power threshold, the thrust output of the aircraft engine is reduced.

9. An energy-saving control system for a low-altitude manned aircraft, characterized in that: include: A characteristic data acquisition module, used to acquire atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, standard sea level temperature, ambient temperature lapse rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft altitude, real-time speed, real-time mass, lift coefficient and drag coefficient; An environmental characteristic calculation module, used to calculate environmental characteristics according to the atmospheric characteristic data and the aircraft characteristic data, and obtain real-time atmospheric pressure and real-time temperature; A real-time density calculation module, used to perform density calculation according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature to obtain real-time density; A windward area calculation module, used to perform area calculation according to the real-time density and the aircraft characteristic data to obtain the windward area; An adjusted mass calculation module, used for performing mass calculation according to the frontal area, the real-time density and the aircraft characteristic data to obtain an adjusted mass; An optimal speed calculation module, used to perform speed calculation according to the aircraft characteristic data, the adjusted mass, the windward area and the real-time density to obtain an optimal speed; The energy-saving control operation module is used to calculate according to the optimal speed, the real-time density, the frontal area and the aircraft characteristic data to obtain the real-time power and the aircraft lift, and perform energy-saving control operations according to the real-time power and the aircraft lift.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the energy-saving control method for a low-altitude manned aircraft as described in any one of claims 1 to 8.

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