Coupling method and device of flexible bending wing and distributed electric propulsion system, computer equipment and medium

Abstract

The embodiment of the invention provides a coupling method and device for a flexible bending wing and a distributed electric propulsion system, computer equipment and a medium, and relates to the technical field of coupling control. The method comprises the following steps that aircraft basic parameters are obtained, and the flexible bending wing and a ducted air inlet are obtained through sensor arrays arranged on the flexible bending wing and the ducted air inlet; collecting flight state data in real time; based on the fan characteristic model, calculating an equivalent jet flow momentum coefficient of the whole wing in the current state; a coupling total lift force model is constructed, the target lift force coefficient and the jet flow momentum coefficient are input into the coupling total lift force model, and a trailing edge camber instruction meeting the lift force requirement is obtained through simultaneous solving; performing dynamic response matching and symmetric consistency constraint processing on the trailing edge camber instruction and the rotating speed instruction of the distributed ducted fan; and performing real-time closed-loop correction on the trailing edge camber and the rotating speed of the distributed ducted fan based on the actual lift coefficient. According to the scheme, through the coupled cooperative control method, the propelling stability under the complex working condition is improved.

Description

Technical Field

[0001] This invention relates to the field of coupling control technology, and in particular to a coupling method, apparatus, computer equipment, and medium for a flexible flexural wing and a distributed electric propulsion system. Background Technology

[0002] Modern aircraft design is advancing rapidly towards higher overall energy efficiency, ultra-short takeoff and landing capabilities, and extremely low environmental impact. However, traditional design concepts are gradually approaching their physical performance limits in terms of aerodynamic layout, propulsion systems, and their coordinated control, mainly in the following three aspects:

[0003] Firstly, regarding traditional aerodynamic layouts and lift-enhancing mechanisms, existing rigid wings are mostly geometrically optimized for specific cruise design points. During non-design conditions such as takeoff, climb, and landing, complex mechanical high-lift devices (such as slats and flaps) must be relied upon to provide additional lift. When these devices deploy, the presence of mechanical hinges and rail structures inevitably creates gaps, steps, and discontinuous curvature abrupt changes on the airfoil surface. This discontinuity not only induces strong aerodynamic noise but also disrupts the laminar flow characteristics of the wing surface, causing premature airflow transition or localized stripping, generating significant additional drag and limiting further improvements in the lift-to-drag ratio.

[0004] Secondly, regarding the interference effect between the propulsion system and the airframe flow field, traditional passenger aircraft often employ a layout where high-bypass turbofan engines are mounted under the wings. In this configuration, significant negative aerodynamic interference often exists between the engine nacelle and the lower wing surface, leading to deterioration of the local flow field. More importantly, the airflow from traditional propulsion systems does not effectively synergistically gain with the boundary layer flow field on the airframe surface. While existing distributed electric propulsion (DEP) research attempts to achieve lift enhancement through multi-propulsion configurations, most still treat the electric propulsion system as an independent thrust load, failing to fully utilize airframe structural deformation to actively regulate intake quality. This results in intake distortion caused by distributed fans in complex flow field environments (such as high angle-of-attack flight), significantly reducing propulsion efficiency.

[0005] Furthermore, in terms of deep integration of interdisciplinary technologies and control logic, existing research on flexible morphing wings often focuses on the implementation of flexible mechanisms and structural load-bearing capacity, neglecting the real-time correction effect of propulsion system airflow acceleration on wing pressure distribution. Distributed electric propulsion control, on the other hand, is mostly concentrated on thrust vector management, lacking active adaptation to wing geometry. Due to the lack of a deeply coupled control algorithm that can simultaneously consider "flexible continuous camber geometry" and "distributed dynamic airflow acceleration characteristics," the system cannot trigger the maximum lift potential of the "Coanda effect" through optimal matching of camber and thrust during takeoff, nor can it maximize the drag reduction benefits brought by "boundary layer inhalation" by fine-tuning the wing shape during cruise.

[0006] In summary, in existing technologies, flexible cambered wings and distributed propulsion systems are physically separated, have isolated flow field characteristics, and are disconnected from control logic. There is an urgent need in the field for a deeply integrated solution that allows wings to actively and continuously change their shape to simultaneously optimize aerodynamic lift, reduce drag, and improve the intake / exhaust efficiency of distributed propulsion systems, thereby breaking through the performance bottlenecks of traditional aircraft design. Summary of the Invention

[0007] In view of this, embodiments of the present invention provide a coupling method for a flexible cambered wing and a distributed electric propulsion system, to solve the technical problem in the prior art of lacking a deep integration scheme that simultaneously optimizes aerodynamic lift, reduces drag, and improves the intake / exhaust efficiency of the distributed propulsion system. The method includes: The aircraft's basic parameters are acquired by collecting flight status data in real time through sensor arrays installed on the flexible curved wing and ducted air intake. These basic parameters include the aircraft's weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; Based on the fan characteristic model, the jet momentum coefficient of the entire wing under the current state is calculated according to the basic parameters of the aircraft, the flight status data and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. A coupled total lift model is constructed. Based on the current flight phase, the target lift coefficient required at the current time is calculated. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving the system simultaneously. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, the trailing edge camber and the jet momentum coefficient. The trailing edge camber command and the speed command of the distributed ducted fan are dynamically matched and subjected to symmetric consistency constraint processing to generate coordinated trailing edge camber command and coordinated trailing speed command. The trailing edge camber of the flexible ducted wing is adjusted by the coordinated trailing camber command, and the jet flow of the distributed ducted fan is adjusted by the coordinated rear rotation speed command. The actual lift coefficient is obtained by inversion based on the wing surface pressure distribution data, and the trailing edge camber and the rotation speed of the distributed ducted fan are corrected in real time using the actual lift coefficient.

[0008] This invention also provides a coupling device for a flexible cambered wing and a distributed electric propulsion system, to address the technical problem in the prior art of lacking a deep integration solution that simultaneously optimizes aerodynamic lift, reduces drag, and improves the intake / exhaust efficiency of distributed propulsion. The device includes: The data acquisition module is used to acquire basic aircraft parameters. It collects flight status data in real time through a sensor array installed on the flexible cambered wing and ducted air intake. These basic aircraft parameters include aircraft weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; The jet momentum calculation module is used to calculate the jet momentum coefficient of the entire wing in the current state based on the fan characteristic model, the basic parameters of the aircraft, the flight status data, and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. The trailing edge camber calculation module is used to construct a coupled total lift model. Based on the current flight phase, it calculates the target lift coefficient required at the current time. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving the system simultaneously. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, trailing edge camber and jet momentum coefficient. The instruction adjustment module is used to perform dynamic response matching and symmetric consistency constraint processing on the trailing edge camber instruction and the speed instruction of the distributed ducted fan, and generate coordinated trailing edge camber instruction and coordinated trailing speed instruction. The data correction module is used to adjust the trailing edge camber of the flexible cambered wing through the coordinated trailing camber command, adjust the jet flow of the distributed ducted fan through the coordinated rotational speed command, obtain the actual lift coefficient based on the wing pressure distribution data, and perform real-time closed-loop correction of the trailing edge camber and the rotational speed of the distributed ducted fan based on the actual lift coefficient.

[0009] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the coupling method of the above-mentioned flexible camber wing and distributed electric propulsion system, thereby solving the technical problem in the prior art of lacking a deep integration scheme that simultaneously optimizes aerodynamic lift, reduces drag, and improves the intake / exhaust efficiency of distributed propulsion.

[0010] This invention also provides a computer-readable storage medium storing a computer program that performs any of the above-described coupling methods of a flexible cambered wing and a distributed electric propulsion system, in order to solve the technical problem in the prior art of lacking a deep integration scheme that simultaneously optimizes aerodynamic lift, reduces drag, and improves the intake / exhaust efficiency of the distributed propulsion system.

[0011] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: By coupling a flexible wing with a distributed electric propulsion system, we can achieve a significant improvement in ultra-short takeoff and landing capability, controllable boundary layer and improved lift-to-drag ratio within the entire flight envelope, optimal system-level energy efficiency through boundary layer intake and airflow acceleration, reduced noise and improved propulsion stability under complex operating conditions. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart of a coupling method between a flexible wing and a distributed electric propulsion system provided in an embodiment of the present invention; Figure 2 This is a flowchart of a coupling method for implementing the above-described flexible flexural wing and distributed electric propulsion system provided by an embodiment of the present invention; Figure 3 This is a schematic diagram of the arrangement of the flexible flexural wing and the distributed electric propulsion system on the wing surface provided in an embodiment of the present invention; Figure 4 These are comparison diagrams of wing cross-sections during different flight states—takeoff, climb, and cruise—provided in embodiments of the present invention. Figure 5 This is a structural block diagram of a computer device provided in an embodiment of the present invention; Figure 6This is a structural block diagram of a coupling device between a flexible wing and a distributed electric propulsion system provided in an embodiment of the present invention. Detailed Implementation

[0014] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0015] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0016] For ease of description, the following symbols will be used consistently (unless otherwise specified, the unit of angle is radians): : Incoming flow velocity; ρ: air density; Dynamic pressure; S Wing reference area; b :span; Aspect ratio; e O Efficiency factor; α Angle of attack; Ma :Mach number; Re Reynolds number; C L Lift coefficient; C D Drag coefficient; δ te Trailing edge curvature / deflection control amount; N Number of distributed fans; No. i Fan parameters: Speed n i Characteristic diameter D i ,flowQ i Pressure rise mass flow rate jet velocity

[0017] J: System energy consumption objective function; : Equivalent torsional stiffness of the wing; : The distance between the lever arm of the elastic shaft and the aerodynamic center; Safety factor; : No. i The equivalent deflection angle of the jet (determined by the trailing edge curvature and the jet attachment state).

[0018] In this embodiment of the invention, a coupling method between a flexible flexural wing and a distributed electric propulsion system is provided, such as... Figure 1 and Figure 2 As shown, the method includes: Step S101: Obtain basic aircraft parameters. Flight status data is collected in real time using a sensor array installed on the flexible curved wing and ducted air intake. The basic aircraft parameters include aircraft weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; Step S102: Based on the fan characteristic model, calculate the jet momentum coefficient of the entire wing under the current state according to the basic parameters of the aircraft, the flight status data and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. Step S103: Construct a coupled total lift model. Based on the current flight phase, calculate the target lift coefficient required at the current time. Input the target lift coefficient and the jet momentum coefficient into the coupled total lift model and solve them simultaneously to obtain the trailing edge camber command that meets the lift requirements. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, trailing edge camber and jet momentum coefficient. Step S104: Perform dynamic response matching and symmetric consistency constraint processing on the trailing edge camber command and the speed command of the distributed ducted fan to generate a coordinated trailing edge camber command and a coordinated trailing speed command; Step S105: Adjust the trailing edge camber of the flexible cambered wing using the coordinated trailing camber command, adjust the jet flow of the distributed ducted fan using the coordinated rear rotation speed command, obtain the actual lift coefficient based on the wing pressure distribution data, and perform real-time closed-loop correction of the trailing edge camber and the rotation speed of the distributed ducted fan based on the actual lift coefficient.

[0019] In specific implementation, the following steps are used to calculate the equivalent jet momentum coefficient of the entire wing under the current state, based on the fan characteristic model, the aircraft's basic parameters, the flight status data, and the real-time rotational speed of the distributed ducted fan of the distributed electric propulsion system: Obtain the first of each distributed duct i Real-time speed of each fan n i According to the incoming flow velocity Calculate the flow pressure ,in, The air density; based on a preset fan similarity law or calibration characteristic curve, according to the real-time rotational speed. n i Calculation yields the first i Current jet speed of each fan With mass flow According to the jet velocity With the mass flow rate Calculate the first i The jet flow rate generated by the fan ; through the aforementioned flow pressure With the wing reference area S The equivalent jet flow coefficient of the entire wing was calculated. ,in, , N This represents the number of distributed fans.

[0020] In specific implementation, the coupled total lift model is constructed through the following steps: Based on the current flight phase, the target lift coefficient is calculated; the target lift coefficient and the jet momentum coefficient are input into the coupled total lift model; and the simultaneous solution is used to obtain the trailing edge camber command that satisfies the lift requirement. Construct a coupled total lift model; based on the aircraft weight W、 The incoming flow velocity and the wing reference area S The target lift coefficient was calculated. ,in, , air density; the target lift coefficient With the jet flow coefficient The input is fed into the coupled total lift model, and the trailing edge camber command that satisfies the lift requirement is obtained by solving the problem. ,in, The slope of the three-dimensional lift curve. α For the angle of attack, For zero-lift angle of attack, The initial jet deflection angle at zero curvature. This is the bending efficiency coefficient. The gain coefficient for the curvature on jet deflection; for the trailing edge curvature command Apply upper and lower physical limits This yields the final trailing edge camber command, where, To minimize trailing edge curvature, This represents the maximum trailing edge curvature.

[0021] In practice, the coupled total lift model is constructed through the following steps: Construct a baseline lift model, and then use this model to develop a formula for calculating the lift coefficient of a baseline wing. ; Construct the calculation formula for the direct lift enhancement term of the flexible trailing edge of the flexible flexural wing. Construct the coupling relationship between curvature and jet deflection. ,in, This is the jet deflection angle. For trailing edge curvature, For the maximum jet deflection angle, The saturation limiting function; based on the conservation of control volume momentum, the coupling relationship between the curvature and the jet deflection and the jet momentum coefficient is used. Constructing the lift increment caused by jet deflection The calculation formula The calculation formulas are based on the lift coefficient of the reference wing, the direct lift increase term due to camber of the flexible trailing edge, and the lift increment caused by jet deflection. The calculation formula constructs a coupled expression for the total lift. .

[0022] In specific implementation, the following steps are used to dynamically match and symmetrically constrain the trailing edge camber command and the speed command of the distributed ducted fan, generating a coordinated trailing edge camber command and a coordinated trailing speed command: Based on the dynamic response model of the active drive mechanism of the flexible cambered wing, the trailing edge camber command is input. and the trailing edge curvature of the actual response The time constant of the flexible drive channel was calculated. Based on the dynamic response model of the electronic speed controller of the distributed ducted fan, the input speed command is used to... and the actual rotational speed of the response The time constant of the speed regulation channel was calculated. Set the synchronization time constant. Based on the synchronization time constant, the trailing edge camber command and the rotation speed command are filtered and shaped to be consistent, and symmetrical constraints are applied to the camber commands of the left and right wings to generate coordinated camber commands and coordinated rotation speed commands.

[0023] In specific implementation, the following steps are used to adjust the trailing edge camber of the flexible cambered wing using the coordinated trailing camber command, adjust the jet flow of the distributed ducted fan using the coordinated rotational speed command, obtain the actual lift coefficient based on the wing surface pressure distribution data, and perform real-time closed-loop correction of the trailing edge camber and the rotational speed of the distributed ducted fan based on the actual lift coefficient: The trailing edge camber and the rotational speed of the distributed ducted fan are continuously corrected in real time until the actual lift coefficient reaches the target lift coefficient: the coordinated trailing edge camber command is sent to the active drive mechanism to drive the flexible trailing edge to bend to the trailing edge camber corresponding to the coordinated trailing edge camber command; the coordinated rotational speed command is sent to the electronic speed controller to adjust the rotational speed of the distributed ducted fan to the rotational speed corresponding to the coordinated rotational speed command; airfoil pressure distribution data is collected in real time through a sensor array, and the actual lift coefficient is obtained by integrating and inverting the airfoil pressure distribution data along the chord direction; the lift deviation between the actual lift coefficient and the target lift coefficient is calculated, and the trailing edge camber and the rotational speed are corrected in a closed loop based on the lift deviation, generating a corrected trailing edge camber command and a corrected rotational speed command.

[0024] In specific implementation, the following steps are used to achieve coordinated optimization control with the goal of minimizing cruise energy consumption after dynamically matching and symmetrically constraining the trailing edge camber command and the fan speed command: Calculate zero-lift resistance ,in, The zero-lift drag coefficient of the aircraft in its initial state. This is the gain coefficient of curvature on zero-lift drag. For trailing edge curvature; Calculate jet interference resistance ,in, This represents the gain coefficient of the jet stream on the wing's interference drag. The flow coefficient of the spray is... The gain coefficient of curvature on jet interference drag; the total drag is calculated based on the zero-lift drag and the jet interference drag. ,in, Let Reynolds number be 1. Mach number, The lift coefficient, As an efficiency factor, Given the aspect ratio; construct the energy consumption objective function. ,in, The rotational speed of the distributed ducted fan. For the incoming flow pressure, N For the number of distributed fans, The power of each electric thruster; while satisfying the lift constraints of level flight. Under the condition of, the trailing edge curvature With the rotational speed By applying a perturbation, the energy consumption objective function with respect to the trailing edge curvature is obtained. gradient and relative rotational speed gradient ,in, To obtain the partial derivative, The objective function is energy consumption; the trailing edge curvature is adjusted using the extremum optimization update law. With the rotational speed Repeatedly adjust the trailing edge curvature With the rotational speed Gradient up to trailing edge curvature and the gradient of rotational speed The set threshold conditions are met.

[0025] In one embodiment of the present invention, the coupling of the flexible flexural wing and the distributed electric propulsion system is achieved through the following steps.

[0026] 1. Parameterization of flexible flexural airfoil geometry.

[0027] To ensure the continuity and controllability of the airfoil, the flexible trailing edge camber is parameterized using a single-degree-of-freedom shape function. Let the reference camber line be... The curvature line after the bend is: (1) in, c For the average aerodynamic chord length, For a smoothing function that operates only on the trailing edge flexible segment, the preferred choice is: (2) in, As the starting point of the flexible segment, the preferred option is... The above parameterization ensures the continuity of curvature / slope at the starting point of the flexible section, reducing flow separation and noise.

[0028] 2. Basic model of aerodynamic characteristic coupling.

[0029] A. Baseline lift model.

[0030] In the low angle-of-attack linear region, the reference wing lift coefficient is: (3) in, For the angle of attack, α L0 Zero lift angle of attack, slope of the three-dimensional lift curve k Approximately: (4) B. Flexible trailing edge bending and lifting.

[0031] The linear increase caused by the flexible trailing edge bending is approximated as: (5) in, The bending efficiency coefficient can be obtained from wind tunnel / CFD calibration.

[0032] C. Derivation of jet flow coefficient and jet adhesion increase.

[0033] Define the equivalent jet momentum coefficient (momentum coefficient) for the entire airfoil: (6) Jet attachment / Coanda lift can be obtained from the conservation of control volume momentum, and the lift increment caused by jet deflection is approximately: (7) Dimensionless transformation yields: (8) in, (9) To demonstrate the coupling relationship between curvature and jet deflection, a monotonic approximation can be used: (10) in, , , All coefficients are calibrated through experiments. This represents the saturation limiting function.

[0034] D. Coupled expression of total lift coefficient and closed-form solution of optimal camber Combining equations (3), (5), and (8), the overall lift model (coupled overall lift model) is as follows: (11) Under the small deflection / small deflection angle approximation, we can take... Substituting this into the unsaturated segment of equation (10), we obtain the linearized form: (12) Given the desired lift coefficient The trailing edge camber command that satisfies the lift constraint can be obtained by solving for: (13) Equation (13) reflects the flow coefficient of the jet. When increasing, the required camber while satisfying the lift requirement. It automatically reduces the load on the structure and uses the jet stream to compensate for the lift gap.

[0035] 3. Distributed propulsion system model.

[0036] Using the similarity law of ducted fans, within a certain operating range, the first i One fan satisfies: (14) (15) in, , These are dimensionless coefficients related to the operating conditions (which can be looked up in a table or calibrated from the characteristic curve).

[0037] The fan shaft power (mechanical power) is: (16) The jet velocity is approximately: (17) The mass flow rate is: (18) The jet flow rate is: (19) Substituting equation (19) into equation (6), we get The relationship with rotational speed. If a uniform rotational speed is used... ,but: (20) in, (twenty one), For the jet momentum coefficient mapping coefficient of the distributed electric propulsion system.

[0038] Substituting equation (20) into equation (13), we obtain the closed-loop camber command with rotational speed as input: (twenty two) Equation (22) can be used as the core formula for feedforward / predictive calculation of the collaborative control system.

[0039] 4. Drag and energy efficiency objective function.

[0040] The drag is decomposed into zero-lift drag, induced drag, and jet interference drag: (twenty three) in A quadratic approximation can be used: (twenty four) The jet flow interference drag can be represented by a calibration model, for example: (25) Define the total power type energy consumption objective function: (26) If the aircraft is in cruise mode, the following constraints must be met: (27) in, W This refers to the weight of the aircraft.

[0041] 5. Dynamic and synchronous constraints on the implementing agency.

[0042] The dynamics of the flexible actuator and the speed channel are approximated as first-order inertia: (28) in, The time constant of the flexible drive channel. The trailing edge curvature is the actual response. This is a trailing edge curvature command. This refers to the trailing edge curvature.

[0043] (29) The time constant of the speed regulation channel. The actual rotational speed of the response. For speed command, The value is the rotational speed.

[0044] To suppress transient pitch moments caused by channel asynchrony, a synchronization time constant is set: (30) The commands from both channels are then subjected to consistent filtering and shaping.

[0045] To suppress asymmetric disturbances (left and right wings / segmented array), apply symmetric constraints: (31) in, This refers to the trailing edge camber of the left wing. This refers to the trailing edge camber of the right wing. This represents the maximum permissible deviation in the trailing edge camber of both wings. This refers to the speed of the left fan. This refers to the speed of the right fan. The maximum allowable deviation in fan speed between the two sides 6. Stability criterion for structure-aerodynamic coupling.

[0046] To avoid the risk of torsional divergence, the torsional divergence dynamic pressure approximation is defined as follows: (32) in, For the equivalent torsional stiffness of the wing, This is the lever arm distance between the elastic axis and the aerodynamic center.

[0047] Corresponding divergence velocity: (33) Considering the aerodynamic stiffness correction brought about by the enhanced jet flow, effective divergent dynamic pressure can be introduced: (34) in, This is the correction factor for the aerodynamic stiffness of the jet.

[0048] And apply safety criteria: (35) in, For calibration coefficients, This is the maximum flight pressure.

[0049] First embodiment: Coupled layout and control for ultra-short takeoff and landing conditions.

[0050] This implementation method targets takeoff / landing as the working condition, highlighting the synergistic enhancement of jet adhesion (Coanda effect) and flexible trailing edge curvature.

[0051] A. Structure and layout.

[0052] like Figure 3 and Figure 4 As shown: At the trailing edge of the wing The area is set with a flexible, continuous bending section, with an internal flexible support frame and active drive mechanism, and an external elastic skin to achieve wing surface continuity. A distributed ducted fan array is arranged along the wingspan on the upper surface of the flexible section or within a semi-buried channel. Its air inlets are located near the beginning of the flexible section to draw in the airfoil boundary layer; the nozzles are located near the trailing edge and follow... Simultaneously change the jet direction; Pressure sensor arrays, flow velocity sensors, and strain sensors are arranged on the leading edge of the flexible section, the airfoil, and each air inlet to acquire parameters such as airfoil pressure gradient, boundary layer state, and structural deformation in real time.

[0053] B. Takeoff / Landing Control Procedures.

[0054] (a) Calculate the required lift coefficient: (36) (b) Current rotational speed measured / estimated by the electric propulsion system n The jet flow coefficient is calculated according to equations (20) to (21). .

[0055] (c) Solving for the camber command from the coupled total lift model: using equation (22) and apply amplitude limiting ,in, To minimize trailing edge curvature, This represents the maximum trailing edge curvature.

[0056] (d) Synchronous execution: and After dynamic matching and symmetrical constraint by equations (28) to (31), the output is sent to the flexible actuator and ESC to ensure the synchronization of "deformation-thrust" and suppress transient pitching / nodding torque.

[0057] (e) Closed-loop correction: inversion using wing pressure array Or lift margin, for and n Perform small-amplitude closed-loop correction to make .

[0058] C. Technical effects.

[0059] Through the jet deflection and lift enhancement mechanism shown in equations (7) to (13), the flexible trailing edge curvature increases the jet deflection angle and enhances adhesion, and the distributed jet momentum is enhanced through... By injecting the airflow field into the wing surface, a nonlinear synergistic gain is formed, which significantly enhances lift during takeoff / landing, thereby shortening the takeoff run distance and improving the safety margin of landing approach.

[0060] Second embodiment: Cooperative control for cruise energy efficiency.

[0061] This implementation aims to minimize cruise energy consumption, emphasizing the synergistic optimization of drag and propulsion power through boundary layer inhalation and flexible trailing edge fine-tuning.

[0062] A. Structure and perception configuration.

[0063] The structural layout is the same as the first embodiment. The difference lies in that: during the cruise phase, the average inlet velocity and total pressure distribution at each inlet are collected to assess boundary layer intake efficiency and intake distortion risk. The inlet velocity deficit ratio is defined as follows: (37) in, The average inlet velocity, The incoming flow velocity.

[0064] B. Cruise optimization control target.

[0065] Construct the total power objective function (26) and satisfy the lift constraint (27). The control objective is to minimize J under the premise of satisfying the lift, where J is the system energy consumption objective function.

[0066] C. Control methods.

[0067] (a) Lift holding feedforward: calculated based on real-time flight status And the feedforward camber that satisfies the lift constraint is given by equation (22). .

[0068] (b) Energy efficiency perturbation optimization: for Apply a small perturbation to n and estimate the gradient, then iteratively search for... , The best advantage: (38) in, To obtain the partial derivative.

[0069] The update law for finding extreme values ​​is adopted: (39) When the gradient estimation meets the threshold condition (e.g.) , (When the current time is fixed) The combination achieves optimal cruising energy efficiency.

[0070] (c) Execution synchronization and constraints: Same as the first embodiment, use equations (28) to (31) to ensure response synchronization and symmetric constraints.

[0071] D. Technical effects.

[0072] By reducing propulsion inlet velocity and wake momentum deficit through BLI intake, and optimizing pressure gradient and induced drag through flexible trailing edge fine-tuning, J is reduced at the system level, thereby improving cruise energy efficiency and increasing range.

[0073] Third embodiment: Cooperative control for high angle of attack / complex attitude.

[0074] This embodiment addresses the problem of air intake distortion, efficiency reduction, and even instability that easily occur in distributed propulsion under complex conditions such as high angle of attack, gusts, or attitude maneuvers, by providing air intake distortion indicators, suppression strategies, and stability constraints.

[0075] A. Definition and measurement of intake distortion index.

[0076] Arrange total pressure / static pressure sensor arrays at each air inlet cross-section and define distortion indices (one example format): (40) in, These represent the maximum, minimum, and average total pressure values ​​at the i-th inlet cross-section, respectively.

[0077] B. Distortion suppression and synergistic control strategies.

[0078] (a) Shape changes with dynamics: When detected Increased distortion (increased distortion), controller prioritizes adjustment. To improve the pressure gradient and streamlined injection near the inlet, making the intake capture direction more consistent with the flow field; at the same time, n is adjusted to... Maintain within a range that ensures lift without inducing excessively strong and unstable jets.

[0079] (b) Segmented / Differential Control: Differential small-amplitude adjustments are implemented for the fan and flexible trailing edge segments at different wingspan positions to minimize the total distortion index under the condition of satisfying the symmetric constraint equation (31): (41) (c) Stability and divergence constraints: Real-time based on Effective divergent dynamic pressure calculation (Equation (34)), if it approaches the criterion boundary (Equation (35)), then for Apply limiting or de-rating strategies to n to avoid increased aeroelastic risk due to jet enhancement.

[0080] C. Implement synchronization and security policies.

[0081] Similar to the first embodiment, dynamic synchronization is performed using equations (28) to (31); and protection logic is activated when the distortion index exceeds the limit: prioritizing the reduction of distortion (optimization) Shape guidance), then reduce n (reduce) Finally, it enters a redundant control mode (such as fixed curvature, limiting differential).

[0082] D. Technical effects.

[0083] By employing "geometric adaptation + distributed differential compensation + stability constraints", the risk of air intake distortion under high angle of attack / complex attitude is significantly reduced, and the working stability and safety boundary of distributed electric propulsion under extreme conditions are improved.

[0084] Finally, to ensure the engineering usability of the model and control, the coefficients involved in this invention (including but not limited to) (etc.) can be obtained in the following ways: 1) Wind tunnel testing and pressure / force measurement calibration: Establishment database; 2) CFD and Experimental Correction: Used to expand to a wider range interval; 3) Ground bench test: Obtain the relevant information from the fan similarity law. With efficiency curve; In this embodiment, a computer device is provided, such as... Figure 5 As shown, it includes a memory 501, a processor 502, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described coupling method between any flexible wing and the distributed electric propulsion system.

[0085] Specifically, the computer device can be a computer terminal, a server, or a similar computing device.

[0086] In this embodiment, a computer-readable storage medium is provided, which stores a computer program that performs any of the above-described coupling methods of a flexible flexural wing and a distributed electric propulsion system.

[0087] Specifically, computer-readable storage media include both permanent and non-permanent, removable and non-removable media, which can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable storage media do not include transient media, such as modulated data signals and carrier waves.

[0088] Based on the same inventive concept, this invention also provides a coupling device for a flexible flexural wing and a distributed electric propulsion system, as described in the following embodiments. Since the principle of the coupling device for a flexible flexural wing and a distributed electric propulsion system is similar to that of the coupling method for a flexible flexural wing and a distributed electric propulsion system, the implementation of the coupling device can refer to the implementation of the coupling method for a flexible flexural wing and a distributed electric propulsion system, and will not be repeated. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0089] Figure 6 This is a structural block diagram of a coupling device between a flexible flexural wing and a distributed electric propulsion system according to an embodiment of the present invention, such as... Figure 6 As shown, it includes: a data acquisition module 601, a jet flow calculation module 602, a trailing edge curvature calculation module 603, a command adjustment module 604, and a data correction module 605. The structure is described below.

[0090] Data acquisition module 601 is used to acquire basic aircraft parameters. It collects flight status data in real time through a sensor array installed on the flexible curved wing and ducted air intake. The basic aircraft parameters include aircraft weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; The jet momentum calculation module 602 is used to calculate the jet momentum coefficient of the entire wing in the current state based on the fan characteristic model, the basic parameters of the aircraft, the flight state data and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. The trailing edge camber calculation module 603 is used to construct a coupled total lift model. Based on the current flight stage, it calculates the target lift coefficient required at the current time. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving them simultaneously. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, the trailing edge camber and the jet momentum coefficient. The instruction adjustment module 604 is used to perform dynamic response matching and symmetric consistency constraint processing on the trailing edge camber instruction and the speed instruction of the distributed ducted fan to generate a coordinated trailing edge camber instruction and a coordinated trailing speed instruction. The data correction module 605 is used to adjust the trailing edge camber of the flexible cambered wing through the coordinated trailing camber command, adjust the jet flow of the distributed ducted fan through the coordinated rotational speed command, obtain the actual lift coefficient based on the wing pressure distribution data, and perform real-time closed-loop correction of the trailing edge camber and the rotational speed of the distributed ducted fan based on the actual lift coefficient.

[0091] In one embodiment, the jet flow calculation module includes: The real-time rotational speed calculation unit is used to obtain the first rotational speed of each distributed duct. i Real-time speed of each fan n i ; Incoming flow pressure calculation unit, used to calculate the incoming flow velocity. Calculate the flow pressure ,in, air density; The speed and flow calculation unit is used to calculate the real-time rotational speed based on a preset fan similarity law or calibration characteristic curve. n i Calculation yields the first i Current jet speed of each fan With mass flow ; The jet flow rate calculation unit is used to calculate the jet velocity based on the jet flow rate. With the mass flow rate Calculate the first i The jet flow rate generated by the fan ; The jet flow coefficient calculation unit is used to calculate the flow pressure. With the wing reference area S The equivalent jet flow coefficient of the entire wing was calculated. ,in, , N This represents the number of distributed fans.

[0092] In one embodiment, the trailing edge camber calculation module includes: Model building unit, used to build a coupled total lift model; The target lift coefficient calculation unit is used to calculate the target lift coefficient based on the aircraft weight. W、 The incoming flow velocity and the wing reference area S The target lift coefficient was calculated. ,in, , air density; The trailing edge camber command solving unit is used to solve the target lift coefficient. With the jet flow coefficient The input is fed into the coupled total lift model, and the trailing edge camber command that satisfies the lift requirement is obtained by solving the problem. ,in, The slope of the three-dimensional lift curve. α For the angle of attack, For zero-lift angle of attack, The initial jet deflection angle at zero curvature. This is the bending efficiency coefficient. This is the gain coefficient of curvature on jet deflection; Amplitude limiting correction unit, used for adjusting the trailing edge curvature command Apply upper and lower physical limits This yields the final trailing edge camber command, where, To minimize trailing edge curvature, This represents the maximum trailing edge curvature.

[0093] In one embodiment, the model building unit is further configured to build a reference lift model, and to construct a formula for calculating the lift coefficient of a reference wing using the reference lift model. ; Construct the calculation formula for the direct lift enhancement term of the flexible trailing edge of the flexible flexural wing. Construct the coupling relationship between curvature and jet deflection. ,in, This is the jet deflection angle. For trailing edge curvature, For the maximum jet deflection angle, The saturation limiting function; based on the conservation of control volume momentum, the coupling relationship between the curvature and the jet deflection and the jet momentum coefficient is used. Constructing the lift increment caused by jet deflection The calculation formula The calculation formulas are based on the lift coefficient of the reference wing, the direct lift increase term due to camber of the flexible trailing edge, and the lift increment caused by jet deflection. The calculation formula constructs a coupled expression for the total lift. .

[0094] In one embodiment, the instruction adjustment module includes: The flexible drive channel time constant calculation unit is used to calculate the dynamic response model of the active drive mechanism of the flexible cambered wing based on the input trailing edge camber command. and the trailing edge curvature of the actual response The time constant of the flexible drive channel was calculated. ; The speed channel time constant calculation unit is used to calculate the speed based on the dynamic response model of the electronic speed controller of the distributed ducted fan, using the input speed command. and the actual rotational speed of the response The time constant of the speed regulation channel was calculated. ; The instruction coordination unit is used to set the synchronization time constant. Based on the synchronization time constant, the trailing edge camber command and the rotation speed command are filtered and shaped to be consistent, and symmetrical constraints are applied to the camber commands of the left and right wings to generate coordinated camber commands and coordinated rotation speed commands.

[0095] In one embodiment, the data correction module includes: A cyclic correction unit is used to continuously perform real-time closed-loop correction on the trailing edge camber and the rotational speed of the distributed ducted fan until the actual lift coefficient reaches the target lift coefficient. The adjustment unit is used to send the coordinated back curvature command to the active drive mechanism to drive the flexible trailing edge to bend to the trailing edge curvature corresponding to the coordinated back curvature command, and to send the coordinated back speed command to the electronic speed controller to adjust the speed of the distributed ducted fan to the speed corresponding to the coordinated back speed command. The actual lift coefficient inversion unit is used to collect wing surface pressure distribution data in real time through a sensor array, and to invert the wing surface pressure distribution data along the wing chord direction to obtain the actual lift coefficient. The correction unit is used to calculate the lift deviation between the actual lift coefficient and the target lift coefficient, perform closed-loop correction on the trailing edge camber and the rotational speed based on the lift deviation, and generate a corrected camber command and a corrected rotational speed command.

[0096] In one embodiment, the above-described apparatus further includes a collaborative optimization control module.

[0097] In one embodiment, the collaborative optimization control module includes: Zero-lift drag calculation unit, used to calculate zero-lift drag. ,in, The zero-lift drag coefficient of the aircraft in its initial state. This is the gain coefficient of curvature on zero-lift drag. For trailing edge curvature; The jet interference resistance calculation unit is used to calculate the jet interference resistance. ,in, This represents the gain coefficient of the jet stream on the wing's interference drag. The flow coefficient of the spray is... This is the gain coefficient of curvature on jet interference resistance; The total drag calculation unit is used to calculate the total drag based on the zero-lift drag and the jet interference drag. ,in, Let Reynolds number be 1. Mach number, The lift coefficient, As an efficiency factor, For aspect ratio; Construct energy consumption objective function unit, used to construct energy consumption objective function ,in, The rotational speed of the distributed ducted fan. For the incoming flow pressure, N For the number of distributed fans, The power of each electric thruster; Gradient calculation unit, used to satisfy level flight lift constraints Under the condition of, the trailing edge curvature With the rotational speed By applying a perturbation, the energy consumption objective function with respect to the trailing edge curvature is obtained. gradient and relative rotational speed gradient ,in, To obtain the partial derivative, Let energy consumption be the objective function; The parameter adjustment unit is used to adjust the trailing edge curvature using the extreme value optimization update law. With the rotational speed Repeatedly adjust the trailing edge curvature With the rotational speed Gradient up to trailing edge curvature and the gradient of rotational speed The set threshold conditions are met.

[0098] The embodiments of the present invention achieve the following technical effects: A flexible, continuously cambered wing and a distributed electric propulsion system are disclosed in an aircraft aerodynamic layout. A flexible, continuously cambered section is located at the trailing edge of the wing, achieving continuous changes in airfoil camber through an internal support frame and an active drive mechanism. An elastic skin is applied to maintain a seamless wing surface and continuous curvature. A distributed ducted fan array is arranged near the flexible section, with its inlet located near the beginning of the flexible deformation zone to draw in boundary layer airflow. The nozzle is located at the trailing edge and adjusts the jet vector synchronously with the wing camber, thereby achieving synergy between boundary layer intake and jet adhesion lift enhancement. By using sensors such as wing pressure, flow velocity, and strain to sense and estimate the flight and flow field states in real time, the jet momentum coefficient is calculated and the optimal wing camber and fan speed are solved simultaneously. This enables jet adhesion lift enhancement during takeoff and landing and energy consumption minimization during cruise. At the same time, response synchronization matching, symmetric constraints, and aeroelastic stability criteria are used to suppress transient disturbances and divergence risks. The embodiments of this invention can improve the lift-to-drag ratio and overall energy efficiency throughout the entire flight envelope, enhance ultra-short takeoff and landing capabilities, and improve propulsion stability under complex operating conditions. It achieves improved lift-to-drag ratio, boundary layer management, and optimal overall energy efficiency throughout the entire flight envelope, and significantly enhances ultra-short takeoff and landing performance.

[0099] Obviously, those skilled in the art should understand that the modules or steps of the above-described embodiments of the present invention can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the embodiments of the present invention are not limited to any particular hardware and software combination.

[0100] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A coupling method between a flexible flexural wing and a distributed electric propulsion system, characterized in that, include: The aircraft's basic parameters are acquired by collecting flight status data in real time through sensor arrays installed on the flexible curved wing and ducted air intake. These basic parameters include the aircraft's weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; Based on the fan characteristic model, the jet momentum coefficient of the entire wing under the current state is calculated according to the basic parameters of the aircraft, the flight status data and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. A coupled total lift model is constructed. Based on the current flight phase, the target lift coefficient required at the current time is calculated. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving the system simultaneously. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, the trailing edge camber and the jet momentum coefficient. The trailing edge camber command and the speed command of the distributed ducted fan are dynamically matched and subjected to symmetric consistency constraint processing to generate coordinated trailing edge camber command and coordinated trailing speed command. The trailing edge camber of the flexible ducted wing is adjusted by the coordinated trailing camber command, and the jet flow of the distributed ducted fan is adjusted by the coordinated rear rotation speed command. The actual lift coefficient is obtained by inversion based on the wing surface pressure distribution data, and the trailing edge camber and the rotation speed of the distributed ducted fan are corrected in real time using the actual lift coefficient.

2. The coupling method between the flexible flexural wing and the distributed electric propulsion system as described in claim 1, characterized in that, Based on the fan characteristic model, and according to the aircraft's basic parameters, flight status data, and the real-time rotational speed of the distributed ducted fan of the distributed electric propulsion system, the equivalent jet momentum coefficient of the entire wing under the current state is calculated, including: Obtain the first of each distributed duct i Real-time speed of each fan n i ; According to the incoming flow velocity Calculate the flow pressure ,in, air density; Based on a preset fan similarity law or calibration characteristic curve, and according to the real-time rotational speed... n i Calculation yields the first i Current jet speed of each fan With mass flow ; According to the jet velocity With the mass flow rate Calculate the first i The jet flow rate generated by the fan ; The flow pressure is described above. With the wing reference area S The equivalent jet flow coefficient of the entire wing was calculated. ,in, , N This represents the number of distributed fans.

3. The coupling method between the flexible flexural wing and the distributed electric propulsion system as described in claim 1, characterized in that, A coupled total lift model is constructed. Based on the current flight phase, the target lift coefficient required at this time is calculated. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving the system simultaneously. This includes: Construct a coupled total lift model; According to the aircraft weight W、 The incoming flow velocity and the wing reference area S The target lift coefficient was calculated. ,in, , air density; The target lift coefficient With the jet flow coefficient The input is fed into the coupled total lift model, and the trailing edge camber command that satisfies the lift requirement is obtained by solving the problem. ,in, The slope of the three-dimensional lift curve. α For the angle of attack, For zero-lift angle of attack, The initial jet deflection angle at zero curvature. This is the bending efficiency coefficient. This is the gain coefficient of curvature on jet deflection; The trailing edge curvature command Apply upper and lower physical limits This yields the final trailing edge camber command, where, To minimize trailing edge curvature, This represents the maximum trailing edge curvature.

4. The coupling method between the flexible flexural wing and the distributed electric propulsion system as described in claim 3, characterized in that, Constructing a coupled total lift model includes: Construct a baseline lift model, and then use this model to develop a formula for calculating the lift coefficient of a baseline wing. ; Construct the calculation formula for the direct lift enhancement term of the flexible trailing edge of the flexible cambered wing. ; Constructing the coupling relationship between curvature and jet deflection ,in, This is the jet deflection angle. For trailing edge curvature, For the maximum jet deflection angle, It is a saturation limiting function; Based on the conservation of control volume momentum, the coupling relationship between the curvature and the jet deflection, and the jet momentum coefficient are used. Constructing the lift increment caused by jet deflection The calculation formula ; The calculation formulas are based on the aforementioned reference wing lift coefficient, the direct lift increase term due to flexible trailing edge camber, and the lift increment caused by jet deflection. The calculation formula constructs a coupled expression for the total lift. .

5. The coupling method between the flexible flexural wing and the distributed electric propulsion system as described in claim 1, characterized in that, The trailing edge camber command and the speed command of the distributed ducted fan are dynamically matched and subjected to symmetric consistency constraints to generate coordinated trailing edge camber and coordinated trailing speed commands, including: Based on the dynamic response model of the active drive mechanism of the flexible cambered wing, the trailing edge camber command is input. and the trailing edge curvature of the actual response The time constant of the flexible drive channel was calculated. ; Based on the dynamic response model of the electronic speed controller of the distributed ducted fan, the input speed command is used... and the actual rotational speed of the response The time constant of the speed regulation channel was calculated. ; Set synchronization time constant Based on the synchronization time constant, the trailing edge camber command and the rotation speed command are filtered and shaped to be consistent, and symmetrical constraints are applied to the camber commands of the left and right wings to generate coordinated camber commands and coordinated rotation speed commands.

6. The coupling method between the flexible flexural wing and the distributed electric propulsion system as described in claim 1, characterized in that, The trailing edge camber of the flexible cambered wing is adjusted by the coordinated trailing camber command, and the jet velocity of the distributed ducted fan is adjusted by the coordinated rear rotational speed command. The actual lift coefficient is obtained by inversion based on the wing surface pressure distribution data. Real-time closed-loop correction of the trailing edge camber and the rotational speed of the distributed ducted fan is performed based on the actual lift coefficient, including: The trailing edge camber and the rotational speed of the distributed ducted fan are continuously corrected in real time using a closed-loop system until the actual lift coefficient reaches the target lift coefficient. The coordinated backbend command is sent to the active drive mechanism to drive the flexible trailing edge to bend to the trailing edge bend corresponding to the coordinated backbend command. The coordinated rear speed command is sent to the electronic speed controller to adjust the speed of the distributed ducted fan to the speed corresponding to the coordinated rear speed command. The airfoil pressure distribution data is collected in real time by a sensor array, and the actual lift coefficient is obtained by integrating and inverting the airfoil pressure distribution data along the chord direction. Calculate the lift deviation between the actual lift coefficient and the target lift coefficient, and perform closed-loop correction on the trailing edge camber and the rotational speed based on the lift deviation to generate corrected camber and corrected rotational speed commands.

7. The coupling method between a flexible cambered wing and a distributed electric propulsion system as described in any one of claims 1 to 6, characterized in that, Also includes: After performing dynamic response matching and symmetric consistency constraint processing on the trailing edge camber command and the fan speed command, collaborative optimization control is performed with the goal of minimizing cruise energy consumption. This collaborative optimization control includes: Calculate zero-lift resistance ,in, The zero-lift drag coefficient of the aircraft in its initial state. This is the gain coefficient of curvature on zero-lift drag. For trailing edge curvature; Calculate jet interference resistance ,in, This represents the gain coefficient of the jet stream on the wing's interference drag. The flow coefficient of the spray is... This is the gain coefficient of curvature on jet interference resistance; Calculate the total resistance based on the zero-lift resistance and the jet interference resistance. ,in, Let Reynolds number be 1. Mach number, The lift coefficient, As an efficiency factor, For aspect ratio; Constructing the energy consumption objective function ,in, The rotational speed of the distributed ducted fan. For the incoming flow pressure, N For the number of distributed fans, The power of each electric thruster; In order to satisfy the lift constraints of level flight Under the condition of, the trailing edge curvature With the rotational speed By applying a perturbation, the energy consumption objective function with respect to the trailing edge curvature is obtained. gradient and relative rotational speed gradient ,in, To obtain the partial derivative, Let energy consumption be the objective function; The trailing edge curvature is adjusted using the extreme value optimization update law. With the rotational speed Repeatedly adjust the trailing edge curvature With the rotational speed Gradient up to trailing edge curvature and the gradient of rotational speed The set threshold conditions are met.

8. A coupling device for a flexible flexural wing and a distributed electric propulsion system, characterized in that, include: The data acquisition module is used to acquire basic aircraft parameters. It collects flight status data in real time through a sensor array installed on the flexible cambered wing and ducted air intake. These basic aircraft parameters include aircraft weight. W and wing reference area S The flight status data includes the incoming flow velocity. Angle of attack α and wing surface pressure distribution data; The jet momentum calculation module is used to calculate the jet momentum coefficient of the entire wing in the current state based on the fan characteristic model, the basic parameters of the aircraft, the flight status data, and the real-time rotation speed of the distributed ducted fan of the distributed electric propulsion system. The trailing edge camber calculation module is used to construct a coupled total lift model. Based on the current flight phase, it calculates the target lift coefficient required at the current time. The target lift coefficient and the jet momentum coefficient are input into the coupled total lift model, and the trailing edge camber command that meets the lift requirements is obtained by solving the system simultaneously. The coupled total lift model is used to characterize the nonlinear cooperative relationship between the lift coefficient, trailing edge camber and jet momentum coefficient. The instruction adjustment module is used to perform dynamic response matching and symmetric consistency constraint processing on the trailing edge camber instruction and the speed instruction of the distributed ducted fan, and generate coordinated trailing edge camber instruction and coordinated trailing speed instruction. The data correction module is used to adjust the trailing edge camber of the flexible cambered wing through the coordinated trailing camber command, adjust the jet flow of the distributed ducted fan through the coordinated rotational speed command, obtain the actual lift coefficient based on the wing pressure distribution data, and perform real-time closed-loop correction of the trailing edge camber and the rotational speed of the distributed ducted fan based on the actual lift coefficient.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the coupling method of the flexible flexural wing and the distributed electric propulsion system as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that performs the coupling method of the flexible flexural wing and the distributed electric propulsion system according to any one of claims 1 to 7.

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