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

Abstract

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

Description

TECHNICAL FIELD

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

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

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

[0004] In the prior art, the control links are independent of each other, the energy-saving performance of the aircraft is poor, and the power consumption is high. SUMMARY

[0005] The present application provides an energy-saving control method and system for low-altitude manned aircraft to achieve closed-loop energy-saving control of the aircraft in different flight modes and reduce the power consumption of the aircraft.

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

[0007] obtaining atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, sea level standard temperature, environmental temperature decrement 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] 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;

[0009] According to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature, a density calculation is performed to obtain a real-time density;

[0010] According to the real-time density and the aircraft characteristic data, an area calculation is performed to obtain a windward area;

[0011] According to the windward area, the real-time density and the aircraft characteristic data, a mass calculation is performed to obtain an adjusted mass;

[0012] According to the aircraft characteristic data, the adjusted mass, the windward area and the real-time density, a speed calculation is performed to obtain an optimal speed;

[0013] According to the optimal speed, the real-time density, the windward area and the aircraft characteristic data, a calculation is performed to obtain a real-time power and an aircraft lift, and an energy-saving control operation is performed according to the real-time power and the aircraft lift.

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

[0015]

[0016] wherein P0 is a standard atmospheric pressure; H is an aircraft height; H0 is a characteristic height of the standard atmospheric pressure; and P is a real-time atmospheric pressure.

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

[0018] T = T0 - Γ · H

[0019] wherein T is a real-time temperature; H is an aircraft height; T0 is a sea level standard temperature; and Γ is an environmental temperature decrement rate.

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

[0021]

[0022] wherein ρ0 is a standard atmospheric density; T is a real-time temperature; P is a real-time atmospheric pressure; T is a real-time temperature; R is a specific gas constant; and ρ is a real-time density.

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

[0024]

[0025] wherein ρ is a real-time density; V is a real-time speed; S is a windward area; m is a real-time mass; C L is a lift coefficient; and g is a gravitational acceleration.

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

[0027]

[0028] wherein, V is the real-time speed; S is the windward area; m add is the adjustment mass; C L is the lift coefficient; p is the real-time density; g is the gravity acceleration.

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

[0030]

[0031] wherein, S is the windward area; m add is the adjustment mass; C L is the lift coefficient; p is the real-time density; g is the gravity acceleration; V max is the optimal speed.

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

[0033] P n = 0.5 · S · p · V max 3 · C D

[0034] wherein, C D is the drag coefficient; p is the real-time density; V max is the optimal 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 · p · V max 2 · C L

[0037] wherein, C L is the lift coefficient; p is the real-time density; V max is the optimal speed; L is the aircraft lift; S is the windward area.

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

[0039] For the climbing mode, when the aircraft lift is greater than the aircraft gravity, a lift coefficient reduction and adjustment of the angle of attack operation is performed; when the real-time power is greater than the climbing power threshold, a reduction of the aircraft engine thrust output operation is performed.

[0040] For the level flight mode, when the aircraft lift force is not balanced with the aircraft gravity, a dynamic adjustment of the lift coefficient operation is performed; when the real-time power exceeds the level flight power threshold, a dynamic adjustment of the flight speed and the engine thrust output operation is performed.

[0041] For the landing mode, when the aircraft lift force is greater than the aircraft gravity, a lift coefficient reduction and an angle of attack adjustment operation is performed; when the real-time power is greater than the landing wind resistance power threshold, a reduction of the aircraft engine thrust output operation is performed.

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

[0043] a feature data acquisition module for acquiring atmospheric feature data and aircraft feature data; wherein the atmospheric feature data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, sea level standard temperature, ambient temperature decrement rate, standard atmospheric density, and specific gas constant; the aircraft feature data includes aircraft altitude, real-time speed, real-time mass, lift coefficient, and drag coefficient;

[0044] an environmental feature calculation module for performing environmental feature calculation according to the atmospheric feature data and the aircraft feature data to obtain real-time atmospheric pressure and real-time temperature;

[0045] a real-time density calculation module for performing density calculation according to the atmospheric feature data, the aircraft feature data, the real-time atmospheric pressure, and the real-time temperature to obtain real-time density;

[0046] a windward area calculation module for performing area calculation according to the real-time density and the aircraft feature data to obtain windward area;

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

[0048] an optimal speed calculation module for performing speed calculation according to the aircraft feature data, the adjusted mass, the windward area, and the real-time density to obtain optimal speed;

[0049] an energy-saving control operation module for performing calculation according to the optimal speed, the real-time density, the windward area, and the aircraft feature 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

[0050] In a third aspect, the present application also 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 the processor implements the energy-saving control method of the low-altitude manned aerial vehicle according to any one of the above embodiments when executing the computer program.

[0051] In a fourth aspect, the present application also provides a computer-readable storage medium comprising a stored computer program, wherein the computer-readable storage medium controls the device where the computer-readable storage medium is located to execute the energy-saving control method of the low-altitude manned aerial vehicle according to any one of the above embodiments when the computer program runs.

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

[0053] Through the above method, the present application realizes closed-loop energy-saving control of the aerial vehicle under different flight modes, reduces the power consumption of the aerial vehicle, and improves the endurance and flight efficiency of the low-altitude manned aerial vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0054] Figure 1 is the energy-saving control method flowchart of the low-altitude manned aerial vehicle provided by the first embodiment of the present application;

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

[0056] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the protection scope of the present application.

[0057] With reference to Figure 1 The first embodiment of the present application provides an energy-saving control method of a low-empty manned aircraft, including the following steps:

[0058] S11, obtaining atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic height of standard atmospheric pressure, sea level standard temperature, environmental temperature decrement rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft height, 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 real-time density;

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

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

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

[0064] S17, performing calculation 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, and performing energy-saving control operation according to 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, sea level standard temperature, ambient temperature decrement rate, standard atmospheric density and specific gas constant; the aircraft characteristic data includes aircraft height, real-time speed, real-time mass, lift coefficient and drag coefficient, including:

[0066] In one specific embodiment, the standard atmospheric pressure is the standard pressure at sea level defined in the international standard atmospheric model, which takes a fixed value:

[0067] P0 = 101325 Pa

[0068] It should be noted that the standard atmospheric pressure, as a reference for calculating the real-time atmospheric pressure, is calculated by combining the aircraft height and the characteristic length, and using the relationship that the atmospheric pressure decays exponentially with height to calculate the real-time atmospheric pressure at the flight height.

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

[0070] H0 = 8434.5 m

[0071] It should be noted that the characteristic height of the standard atmospheric pressure is used to calculate the real-time atmospheric pressure to determine the atmospheric pressure value at different flight heights. It describes the speed of change of atmospheric pressure, ensuring the accuracy of the atmospheric characteristic data.

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

[0073] T0 = 288.15 K (15°C)

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

[0075] In one specific embodiment, the ambient temperature decrement rate is the rate of linear decrease of atmospheric temperature with height, which takes a fixed value:

[0076] Γ = 0.0065 K / m

[0077] It should be noted that the ambient temperature decrement rate determines the real-time temperature together with the sea level standard temperature and the aircraft height.

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

[0079] P0 = 1.225 kg / m 3

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

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

[0082] R = 287 J / (kg·K)

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

[0084] In one 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 the real-time atmospheric pressure, real-time temperature, and real-time density. Changes in altitude directly affect the characteristics of the atmospheric environment, which in turn affect the aerodynamic parameters and the power requirements of the aircraft.

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

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

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

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

[0090] In a specific embodiment, the lift coefficient is mainly related to the airfoil shape of the aircraft, the angle of attack (angle of incidence), and the flight state. The initial value is determined by the aerodynamic design parameters of the aircraft, and the lift coefficient under specific flight states 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 on the aircraft can monitor the change of the angle of attack of the aircraft in real time, and dynamically adjust the lift coefficient combined with the flight state of the aircraft (such as climbing, level flight or landing mode). Through feedback adjustment of the flight control system, the required lift of the aircraft is maintained in different flight modes to meet the requirements of flight stability and energy optimal control. For example, in level flight mode, a moderate angle of attack is maintained 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 by wind tunnel test or computational fluid dynamics simulation (CFD) in the design stage of the aircraft. For example, in wind tunnel test, by changing the angle of attack (angle of incidence) of the aircraft, the lift coefficient under different angles of attack is measured, and the relationship curve between lift coefficient and angle of attack is drawn as a reference for aerodynamic design of the aircraft. In actual flight, the aircraft uses angle of attack sensors and attitude sensors to monitor the current angle of attack in real time, dynamically looks up the lift coefficient database through the flight control system, and adjusts the lift coefficient to meet the current flight state. For example, in climbing mode, the system will increase the angle of attack by adjusting the elevator angle to make the lift coefficient reach the target value, provide enough lift to overcome gravity, and ensure stable climbing.

[0092] In a specific embodiment, the drag coefficient is mainly determined by the aerodynamic shape of the aircraft, the windward area, the surface smoothness, and the flight state. The initial design value is obtained by wind tunnel test or numerical simulation analysis, which is specific to 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 aircraft's air dynamic feedback system, and the sensors monitor the flight speed, air flow disturbance and aircraft attitude change in real time, so as to calculate the instantaneous drag size and correct the drag coefficient. In the process of energy saving control, by optimizing the windward area and flight attitude, the air resistance caused by the drag coefficient is reduced as much as possible. 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 test or simulation analysis in the aircraft design stage, and the air resistance characteristics of the aircraft at different speeds and angles of attack are measured. In actual flight, the speed sensor and acceleration sensor equipped on the aircraft can measure the flight speed and resistance in real time, and the current drag coefficient is calculated by 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 the level flight mode, the system detects that the angle of attack is too large, which increases the drag coefficient, and automatically adjusts the wing attitude to reduce the angle of attack, thereby reducing the air resistance and improving the energy saving performance of the aircraft.

[0094] In step S12, the environmental feature calculation needs to be performed according to the atmospheric feature data and the aircraft feature data to obtain the real-time atmospheric pressure and the real-time temperature, including:

[0095] In one specific embodiment, the real-time atmospheric pressure is calculated by the characteristic that the atmospheric pressure decays exponentially with the height, and the formula is:

[0096]

[0097] Where P0 is the standard atmospheric pressure (take a fixed value 101325 Pa); H is the aircraft height; H0 is the characteristic height of the standard atmospheric pressure (8434.5 m8); P is the real-time atmospheric pressure;

[0098] It should be noted that the acquisition of the real-time atmospheric pressure provides the necessary input for the subsequent air density calculation, which reflects the influence of height change on the degree of air thinning, thereby affecting the calculation accuracy of the aircraft aerodynamic characteristics such as lift and drag.

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

[0100]

[0101] This shows that as the flight height increases, the atmospheric pressure gradually decreases. The real-time atmospheric pressure is an important input parameter for aerodynamic calculation (such as density, drag and lift), which can help the system to dynamically analyze the flight environment of the aircraft at different heights, thereby providing basic data for the calculation of the wind area, power demand, etc.

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

[0103] T = T0 - Γ · H

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

[0105] It should be noted that the acquisition of real-time temperature directly affects the calculation result of air density, because the decrease of temperature will lead to the increase of air density, which supports the calculation of aerodynamic parameters such as lift, drag, power demand, etc. of the aircraft.

[0106] Specifically, the system acquires 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 5000 m, the system calculates:

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

[0108] which is -17.5℃ in Celsius. Real-time temperature is an important parameter affecting the calculation of air density, because the decrease of temperature will lead to the increase of air density, thereby affecting the aerodynamic performance of the aircraft. Through real-time temperature data, the system can dynamically adjust parameters such as lift, drag and power demand. 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, and the system can optimize the thrust control strategy accordingly to ensure that the aircraft realizes the best energy-saving state at different altitudes.

[0109] In step S13, the density calculation is performed 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 one specific embodiment, the real-time density is calculated by the following formula:

[0111]

[0112] wherein 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; and ρ is the real-time density.

[0113] Specifically, first, the real-time temperature and real-time atmospheric pressure calculated by step S12 are received, and fixed values such as standard atmospheric pressure, standard atmospheric density, and specific gas constant are called. These parameters are substituted into the density calculation formula to calculate, the system automatically corrects the received temperature and the standard temperature 288.15K ratio, combines the real-time atmospheric pressure and the standard atmospheric pressure ratio, and dynamically calculates the air density at the current height. For example, when the aircraft is at a height of 5000m, the system substitutes the temperature T=255.65K and the pressure P=54019Pa into the formula to calculate 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 the windward area, lift, and drag), providing input for subsequent aerodynamic analysis and energy-saving control operations.

[0114] It should be noted that the real-time density is a dynamic representation of the degree of air thinning in the environment of the aircraft, and is a key factor in calculating aerodynamic parameters such as lift, drag, and power demand. According to the aerodynamic formula, the real-time density affects the lift and drag of the aircraft, and 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, the area calculation needs to be performed according to the real-time density and the aircraft characteristic data to obtain the windward area, including:

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

[0117]

[0118] Where ρ is the real-time density; V is the real-time speed; S is the windward area; m is the real-time mass; CL is the lift coefficient; and g is the gravitational acceleration. L

[0119] It should be noted that the system obtains the height and speed data of the aircraft in real time through the height sensor and the speed sensor, monitors the angle of attack of the aircraft in real time through the attitude sensor (such as the angle of attack sensor), and determines 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 windward area of the aircraft. For example, when the mass of the aircraft is 500kg, the density ρ≈0.736kg / m 3 , the speed V=50m / s, and the lift coefficient CL=0.8, the calculated windward area is 3.34m 2 . ​

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

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

[0122] In one specific embodiment, the system needs to calculate the mass of the aircraft according to the windward area, real-time density, and aircraft characteristic data (including real-time speed, lift coefficient, and gravitational 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 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 is the adjusted mass; C L is the lift coefficient; p is the real-time density; g is the gravitational acceleration.

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

[0126] In step S16, a speed calculation is required to obtain an optimal speed based on the aircraft characteristic data, the adjustment mass, the windward area, and the real-time density, including:

[0127] In one specific embodiment, the system performs a speed calculation to obtain an optimal speed in the current flight state based on the aircraft characteristic data, the adjustment mass, the windward area, and the real-time density. The optimal speed represents the speed value that the aircraft can maintain stable flight and consume the least energy under the current environmental conditions. The calculation formula is as follows:

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

[0129]

[0130] wherein, S is the windward area; m add is the adjustment mass; C L is the lift coefficient; p is the real-time density; g is the gravitational acceleration; V max is the optimal speed.

[0131] It should be noted that the optimal speed makes the lift and gravity of the aircraft reach a dynamic balance, ensuring the stable flight of the aircraft in the current state, especially in different flight modes (such as climbing, flat flying, 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 the least energy consumption, reducing the consumption of fuel or electricity and improving energy-saving effect.

[0132] Specifically, in the climbing mode, the system provides the speed adjustment required for climbing based on the optimal speed to ensure sufficient lift to support the stable ascent of the aircraft; in the flat flying mode, the system maintains the optimal speed to achieve the balance between the lift and gravity of the aircraft, while reducing air resistance and maintaining minimum energy consumption; in the landing mode, the system gradually reduces the speed based on the optimal speed to optimize the balance between resistance and lift, ensuring the smooth landing of the aircraft.

[0133] In step S17, a calculation is required to obtain real-time power and aircraft lift based on the optimal speed, the real-time density, the windward area, and the aircraft characteristic data, and an energy-saving control operation is performed based on the real-time power and the aircraft lift, including:

[0134] In one specific embodiment, the system calculates the real-time power and the aircraft lift based on the optimal speed, the real-time density, the windward area, and the aircraft characteristic data. Through the calculation results, the system dynamically performs energy-saving control operations in the three flight modes of climbing, flat flying, and landing to optimize the energy management strategy and ensure optimal flight performance and minimum power consumption of the aircraft in different states.

[0135] Specifically, the formula for calculating the real-time power is:

[0136] P n = 0.5 · S · p · V max 3 · C D

[0137] wherein C D is the drag coefficient; p is the real-time density; V max is the optimal speed; P n is the real-time power; S is the windward area.

[0138] The formula for calculating the lift of the aircraft is:

[0139] L = 0.5 · S · p · V max 2 · C L

[0140] wherein C L is the lift coefficient; p is the real-time density; V max is the optimal speed; L is the lift of the aircraft; S is the windward area.

[0141] In a specific embodiment, in the climb mode, the aircraft needs to generate enough lift to overcome gravity to ascend, but excessive lift or power consumption will cause unnecessary energy waste. Therefore, the system adopts the following control strategy: when the lift of the aircraft is greater than the weight of the aircraft, the system performs a lift coefficient reduction operation or adjusts the angle of attack to reduce unnecessary lift output, optimize the aerodynamic distribution, and prevent energy waste. For example, if the system detects that the lift is greater than 1.2 times the weight of the aircraft, the angle of attack is dynamically reduced to return the lift coefficient to the target value, ensuring smooth climbing of the aircraft; when the real-time power is greater than the climb power threshold, the system reduces unnecessary power consumption by adjusting the engine thrust output. The system gradually optimizes the thrust output while meeting the lift demand to achieve energy-saving effect.

[0142] It should be noted that the specific setting of the climbing power threshold is dynamically set according to the maximum allowed power of the aircraft, the flight task requirement and the safety performance limit, which is determined by the combination of theoretical calculation in the design stage and actual flight test. The system will preset a safety threshold, for example, the maximum output power of the aircraft engine is 100kW, in order to avoid the engine overheating or shortening the service life caused by long-term high load, the climbing power threshold can be set to 0.8 times the maximum output power, that is, 80kW. In actual flight, the system compares the real-time power consumption with the set threshold by real-time monitoring of the power consumption of the aircraft, 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 the safe range. For example, during a certain climbing process, the system detects that the power reaches 85kW, which exceeds the set threshold, at this time the system dynamically adjusts the engine thrust output to 78kW, while fine-tuning the angle of attack to balance the lift and power consumption, so as to realize energy saving and safety control in the climbing process.

[0143] It should be noted that in the climbing mode, the aircraft needs to overcome the gravity to generate enough lift to ascend. When the system detects that the lift is insufficient, the system increases the angle of attack to increase the lift coefficient, 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 difference in airflow speed between the upper and lower surfaces of the wing, thereby increasing the lift and helping the aircraft to climb smoothly. However, in order to avoid excessive angle of attack causing airflow separation and stall, the system will control the angle of attack within a reasonable range (such as not more than 15°).

[0144] In a specific embodiment, in the level flight mode, the aircraft needs to maintain a stable horizontal flight state, ensure that the lift and gravity are balanced, and reduce energy consumption. The system specifically performs the following control operations: when the lift of the aircraft and the gravity of the aircraft are unbalanced, the system dynamically adjusts the lift coefficient to make the lift equal to the gravity. Through attitude control, the aircraft is kept stable 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 returns to the 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 the minimum. By optimizing the speed and thrust matching relationship, the system realizes 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 according to the cruise power demand of the aircraft, the designed flight speed and the safety margin, to ensure that the aircraft maintains stable flight and has the minimum power consumption in the level flight state. For example, assuming that the power demand of the aircraft at the designed optimal cruise speed of 50 m / s is 60 kW through theoretical calculation. 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, 66 kW. In the actual flight process, the system monitors the power consumption of the aircraft in real time, and when the real-time power exceeds the threshold of 66 kW, the system dynamically adjusts the flight speed and the engine thrust output to reduce the power consumption. For example, if the system detects that the power of the aircraft reaches 70 kW, which exceeds the set level flight power threshold, the system will moderately reduce the flight speed to 48 m / s, while optimizing the thrust output, to ensure that the power falls within the range of 65 kW, thereby achieving energy-saving control and maintaining stable level flight.

[0146] It should be noted that in the level flight mode, the lift of the aircraft needs to be balanced with the gravity, while reducing the air resistance to achieve energy-saving flight. At this time, the system slightly reduces 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 slightly increase the elevator control to keep the angle of attack in the optimal range of 2-5°, to ensure that the lift is equal to the gravity, while the air resistance is minimized.

[0147] In a specific embodiment, in the landing mode, the aircraft needs to gradually reduce the height and land smoothly, and the system realizes safe landing and energy optimization by the following operations: when the lift of the aircraft is greater than the gravity of the aircraft, the system reduces the lift coefficient and adjusts the angle of attack to gradually reduce the lift, to ensure 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 to reduce energy consumption, to ensure that the aircraft completes the landing process at a suitable speed. The system simultaneously adjusts the flight attitude to optimize the landing sliding 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 based on the required deceleration power demand of the aircraft during landing, flight speed and safe landing requirements to ensure that the aircraft can smoothly decelerate during the landing stage and the power consumption remains within a safe range. For example, assuming the designed landing speed of the aircraft is 30 m / s, the wind resistance power at this time is calculated to be 40 kW. In order to ensure a safety margin, the system sets the landing wind resistance power threshold to 1.2 times the wind resistance power, i.e. 48 kW. In the actual landing process, the system monitors the power consumption of the aircraft in real time, and when the power exceeds the set threshold of 48 kW, 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 50 kW, the system immediately reduces the engine thrust to 45 kW and adjusts the angle of attack moderately to ensure that the aircraft decelerates smoothly and the power falls within the set threshold, finally achieving safe landing and minimizing energy consumption.

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

[0150] In summary, the application 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 application 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 through density calculation, which provides a basis for further energy calculation. On this basis, the application dynamically adjusts the windward area and aircraft mass according to the real-time atmospheric density and 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, cruising, and landing). Through optimal speed calculation, the application determines the optimal flight speed of the aircraft under different working conditions, reducing air resistance and energy consumption. In addition, based on the optimal speed, real-time density, and windward area, the application evaluates the real-time required power and the lift generated by the aircraft through power and lift calculation, and performs energy-saving control operations under different flight modes. In the climbing 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 cruising mode, the lift coefficient is dynamically adjusted to ensure that the lift and gravity are balanced, maintaining a stable cruising state; in the landing mode, the lift coefficient and engine thrust output are controlled to reduce energy consumption and ensure smooth landing of the aircraft.

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

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

[0153] a characteristic data acquisition module for acquiring atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data includes standard atmospheric pressure, characteristic altitude of standard atmospheric pressure, sea level standard temperature, environmental temperature decrement 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;

[0154] an environmental characteristic calculation module for performing environmental characteristic calculation based on the atmospheric characteristic data and the aircraft characteristic data to obtain real-time atmospheric pressure and real-time temperature;

[0155] a real-time density calculation module configured to calculate a density 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;

[0156] a windward area calculation module configured to calculate an area according to the real-time density and the aircraft characteristic data, to obtain a windward area;

[0157] an adjusted mass calculation module configured to calculate a mass according to the windward area, the real-time density and the aircraft characteristic data, to obtain an adjusted mass;

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

[0159] an energy-saving control operation module configured to calculate a real-time power and an aircraft lift according to the optimal speed, the real-time density, the windward area and the aircraft characteristic data, and to perform an energy-saving control operation according to the real-time power and the aircraft lift.

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

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

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

[0163]

[0164] wherein P0 is the standard atmospheric pressure; H is the aircraft height; H0 is the characteristic height of the standard atmospheric pressure; and 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 height; T0 is the sea level standard temperature; and Γ is the ambient temperature decrement rate.

[0168] Preferably, the real-time density calculation module, specifically for calculating density according to the atmospheric characteristic data, the aircraft characteristic data, the real-time atmospheric pressure and the real-time temperature, obtaining real-time density, comprises:

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

[0170]

[0171] Wherein, 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, specifically for calculating area according to the real-time density and the aircraft characteristic data, obtaining windward area, comprises:

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

[0174]

[0175] Wherein, ρ is the real-time density; V is the real-time speed; S is the windward area; m is the real-time mass; C L is the lift coefficient; g is the gravitational acceleration.

[0176] Preferably, the adjustment mass calculation module, specifically for calculating mass according to the windward area, the real-time density and the aircraft characteristic data, obtaining adjustment mass, comprises:

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

[0178]

[0179] Wherein, V is the real-time speed; S is the windward area; m add is the adjustment mass; C L is the lift coefficient; ρ is the real-time density; g is the gravitational acceleration.

[0180] Preferably, the optimal speed calculation module, specifically for calculating speed according to the aircraft characteristic data, the adjustment mass, the windward area and the real-time density, obtaining optimal speed, comprises:

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

[0182]

[0183] Wherein, S is the windward area; m add is the adjustment mass; C Lis the lift coefficient; p is the real-time density; g is the gravity acceleration; V is the best speed max is the best speed.

[0184] Preferably, the energy-saving control operation module is specifically configured to calculate the real-time power and the aircraft lift according to the best speed, the real-time density, the windward area and the aircraft characteristic data, and perform energy-saving control operation 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·p·V max 3 ·C D

[0187] Wherein, C D is the drag coefficient; p is the real-time density; V is the best speed; P is the real-time power; S is the windward area. max n

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

[0189] L = 0.5·S·p·V max 2 ·C L

[0190] Wherein, C L is the lift coefficient; p is the real-time density; V is the best speed; L is the aircraft lift; S is the windward area. max

[0191] The energy-saving control operation according to the real-time power and the aircraft lift includes:

[0192] For the climbing mode, when the aircraft lift is greater than the aircraft gravity, the operation of reducing the lift coefficient and adjusting the angle of attack is performed; when the real-time power is greater than the climbing power threshold, the operation of reducing the aircraft engine thrust output is performed.

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

[0194] For the landing mode, when the aircraft lift is greater than the aircraft gravity, the operation of reducing the lift coefficient and adjusting the angle of attack is performed; when the real-time power is greater than the landing wind resistance power threshold, the operation of reducing the aircraft engine thrust output is performed.

[0195] ​​​It should be noted that the low-altitude manned aerial vehicle energy-saving control system provided by the embodiments of the present application is used to execute all process steps of the low-altitude manned aerial vehicle energy-saving control method provided by the embodiments, and the working principles and beneficial effects of the two are one-to-one correspondence, thus not being described again.

[0196] The embodiments of the present application further provide an electronic device. The electronic device comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, for example, a real-time density calculation program. The processor implements the steps in the above various low-altitude manned aerial vehicle energy-saving control method embodiments when executing the computer program, for example Figure 1 The processor implements the functions of the modules / units in the above various device embodiments when executing the computer program, for example, an environment feature calculation module.

[0197] For example, the computer program can be divided into one or more modules / units, which are stored in the memory and executed by the processor to complete the present application. The one or more modules / units can be a series of computer program instruction segments capable of completing a specific function, which are used to describe the execution process of the computer program in the electronic device.

[0198] The electronic device can be a desktop computer, a notebook, a palm computer, and a smart tablet, etc. The electronic device can include, but is not limited to, a processor, a memory. Those skilled in the art can understand that the above components are only examples of the electronic device and do not constitute a limitation on the electronic device, and can include more or fewer components than the above, or combine certain components, or different components, for example, the electronic device can also include an input / output device, a network access device, a bus, etc.

[0199] The processor can be a central processing unit (CPU), and can also be 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. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The processor is the control center of the electronic device, and connects all parts of the electronic device through various interfaces and lines.

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

[0201] The modules / units integrated in the electronic device, if realized in the form of software function units and sold or used as independent products, can be stored in a computer readable storage medium. Based on this understanding, all or part of the processes in the above-mentioned embodiment methods can also be completed by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. The computer program can realize the steps of the above-mentioned various method embodiments when executed by a processor. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or some intermediate forms, etc. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the contents included 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, the computer readable medium does not include electrical carrier signals and telecommunication signals.

[0202] It should be noted that the apparatus embodiments described above are merely illustrative, and the units described as separate units can or can not be physically separate, and the units displayed as units can or can not be physical units, i.e. can be located in one place, or can be distributed to multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. In addition, the connection relationship between the modules in the apparatus embodiment provided by the present application indicates that there is a communication connection between them, which can be implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement it without creative labor.

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

Claims

1. A method of energy saving control of a low- payload aircraft, characterized in that The method comprises the following steps: obtaining atmospheric characteristic data and aircraft characteristic data; wherein the atmospheric characteristic data comprises standard atmospheric pressure, characteristic height of standard atmospheric pressure, sea level standard temperature, environmental temperature decrement rate, standard atmospheric density and specific gas constant; the aircraft characteristic data comprises aircraft height, real-time speed, real-time mass, lift coefficient and drag coefficient; 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; 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 windward area; performing mass calculation according to the windward area, the real-time density and the aircraft characteristic data to obtain adjusted mass; performing speed calculation according to the aircraft characteristic data, the adjusted mass, the windward area and the real-time density to obtain optimal speed; performing calculation 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, and performing energy-saving control operation according to the real-time power and the aircraft lift.

2. The energy saving control method for a low- payload aircraft according to claim 1, characterized in that, The calculation formula of the real-time atmospheric pressure is: P = P0 - (P0 - H0) / H0 · H wherein P0 is the standard atmospheric pressure; H is the aircraft height; H0 is the characteristic height of the standard atmospheric pressure; and P is the real-time atmospheric pressure. The calculation formula of the real-time temperature is: T = T0 - Γ · H 3. The energy saving control method for a low- payload aircraft according to claim 1, characterized in that, wherein T is the real-time temperature; H is the aircraft height; T0 is the sea level standard temperature; and Γ is the environmental temperature decrement rate. The calculation formula of the real-time density is:

4. The energy saving control method for a low-standby-occupant aircraft according to claim 1, characterized by, wherein 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; and ρ is the real-time density. where p is the real-time density; V is the real-time speed; S is the windward area; m is the real-time mass; C L is the lift coefficient; and g is the acceleration of gravity.

5. The energy saving control method for a low-standby-occupant aircraft according to claim 1, wherein, The calculation formula of the windward area is: where V is the real-time speed; S is the windward area; m add is the adjustment quality; C L is the lift coefficient; p is the real-time density; g is the acceleration of gravity.

6. The energy saving control method for a low-standby-occupant aircraft according to claim 1, wherein, The calculation formula of the adjusted mass is: wherein, S is the windward area; m add is the adjustment quality; C L is the lift coefficient; p is the real-time density; g is the acceleration of gravity; V max is the optimal speed.

7. The energy saving control method for a low-standby-occupant aircraft according to claim 1, wherein The calculation formula of the optimal speed is: P n = 0.5 · S · p · V max 3 · C D where C D is the drag coefficient; p is the real-time density; V max is the optimal speed; P n is the real-time power; S is the windward area; The calculation formula of the real-time power is: L = 0.5 - S - p - V max 2 • C L where C L is the lift coefficient; p is the real-time density; V max is the optimal speed; L is the aircraft lift; and S is the windward area.

8. The energy saving control method for a low-standby-occupant aircraft according to claim 1, wherein, The calculation formula of the aircraft lift is: The energy-saving control operation according to the real-time power and the aircraft lift comprises the following steps: for the climbing mode, when the aircraft lift is greater than the aircraft gravity, performing the operation of reducing the lift coefficient and adjusting the angle of attack; and when the real-time power is greater than the climbing power threshold, performing the operation of reducing the aircraft engine thrust output; for the level flight mode, when the aircraft lift is not balanced with the aircraft gravity, performing the operation of dynamically adjusting the lift coefficient; and when the real-time power exceeds the level flight power threshold, performing the operation of dynamically adjusting the flight speed and the engine thrust output; 9. An energy saving control system for a low payload aircraft, characterized by, for the landing mode, when the aircraft lift is greater than the aircraft gravity, performing the operation of reducing the lift coefficient and adjusting the angle of attack; and when the real-time power is greater than the landing air resistance power threshold, performing the operation of reducing the aircraft engine thrust output. The method comprises the following steps: The feature data acquisition module is configured to acquire atmospheric feature data and aircraft feature data; wherein the atmospheric feature data comprises standard atmospheric pressure, characteristic height of standard atmospheric pressure, sea level standard temperature, ambient temperature decrement rate, standard atmospheric density, and specific gas constant; and the aircraft feature data comprises aircraft height, real-time speed, real-time mass, lift coefficient, and drag coefficient; The environmental feature calculation module is configured to perform environmental feature calculation according to the atmospheric feature data and the aircraft feature data, to obtain real-time atmospheric pressure and real-time temperature; The real-time density calculation module is configured to perform density calculation according to the atmospheric feature data, the aircraft feature data, the real-time atmospheric pressure, and the real-time temperature, to obtain real-time density; The windward area calculation module is configured to perform area calculation according to the real-time density and the aircraft feature data, to obtain windward area; The adjusted mass calculation module is configured to perform mass calculation according to the windward area, the real-time density, and the aircraft feature data, to obtain adjusted mass; The optimal speed calculation module is configured to perform speed calculation according to the aircraft feature data, the adjusted mass, the windward area, and the real-time density, to obtain optimal speed; The energy-saving control operation module is configured to perform calculation according to the optimal speed, the real-time density, the windward area, and the aircraft feature data, to obtain real-time power and aircraft lift, and to perform energy-saving control operation according to the real-time power and the aircraft lift.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored computer program, wherein the computer program controls the device where the computer readable storage medium is located to perform the energy-saving control method of the low-altitude manned aircraft according to any one of claims 1 to 8 when the computer program is running.

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