Propeller load simulation system and method

Abstract

The embodiment of the invention discloses a propeller load simulation system and method, and a dynamometer of the system is used for outputting a simulation load value; the calculation unit of the system is used for determining a theoretical load value according to received input parameters, the input parameters comprise an incoming flow speed, a propeller diameter and an initial rotating speed, the initial rotating speed is output by an engine through a dynamometer, and the initial rotating speed is a simulated propeller rotating speed; a control unit of the system is used for determining a control signal according to the received simulated load value and the theoretical load value, so as to adjust the simulated load value output by the dynamometer based on the control signal at least once until a target load value is obtained, and the difference value between the target load value and the theoretical load value is smaller than a preset threshold value; the dynamometer of the system is also used for transmitting the target load value to the engine for output. Therefore, the torque load effect of the propeller on the engine can be simulated without arranging a real propeller and a real aerodynamic force, the test cost can be reduced, and the test efficiency can be improved.

Description

Technical Field

[0001] This application relates to information processing technology, and to, but is not limited to, a propeller load simulation system and method. Background Technology

[0002] Propeller-driven aircraft offer advantages such as low fuel consumption and good economy, and are widely used in transport aircraft, patrol aircraft, and anti-submarine aircraft, especially medium-altitude long-endurance fixed-wing unmanned aerial vehicles (UAVs). Unlike conventional jet-powered aircraft, propeller-driven aircraft typically generate thrust / thrust by an engine driving a propeller. The performance of an aircraft's propulsion system involves not only the characteristics of the propeller and engine, but most importantly, the matching performance between the two. The quality of the propeller-engine matching performance in a propeller-powered aircraft has a significant impact on the overall performance of the aircraft.

[0003] Therefore, conducting propeller-engine matching performance tests is of great practical significance for propeller design feedback, overall aircraft performance optimization, and how to improve the efficiency of the power system.

[0004] However, ground-based tests that involve installing real propellers on ground test benches to achieve propeller-engine matching are conducted in static air or wind tunnels (where speeds are limited and construction is complex), making it difficult to cover the entire flight speed range, resulting in high costs and risks. Summary of the Invention

[0005] In view of this, the propeller load simulation system and method provided in this application can simulate the torque load effect of the propeller on the engine without the need for a real propeller and its actual aerodynamic forces, thereby reducing test costs and improving test efficiency. The propeller load simulation system and method provided in this application are implemented as follows: In a first aspect, embodiments of this application provide a propeller load simulation system. The system includes a computing unit, a control unit, a dynamometer, and an engine. The computing unit is connected to both the control unit and the dynamometer. The control unit is connected to the dynamometer, and the dynamometer is connected to the engine at constant speed. Wherein: The dynamometer is used to output simulated load values ​​and simulated propeller speed; The calculation unit is used to determine the theoretical load value of the propeller based on the received input parameters and a preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle, and the simulated rotational speed of the propeller. The control unit is configured to determine the load error based on the received simulated load value and the theoretical load value, and to determine a control signal based on the load error, so as to adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal. Based on the adjusted simulated load value and the simulated propeller speed, the adjustment process of the calculation unit and the control unit is repeated until the absolute value of the load error is not greater than a preset threshold.

[0006] In some embodiments, the control unit includes a torque control unit, which is configured to determine the control signal based on the load error.

[0007] In some embodiments, the control unit further includes a current control unit, the torque control unit is connected to the calculation unit, and the current control unit is connected to the dynamometer, wherein: The torque control unit is used to calculate the desired current based on the load error; The current control unit is used to determine the control signal based on the current error between the desired current and the feedback current of the dynamometer.

[0008] In some embodiments, the computing unit has preset parameter tables for at least two types of propellers, and the target propeller parameter table is one of the parameter tables for at least two types of propellers.

[0009] In some embodiments, the propeller parameter table includes a propeller diameter and propeller power coefficient table, and the calculation unit is specifically used for: The relative advance distance is determined based on the incoming flow velocity, the propeller diameter, and the simulated propeller rotation speed. Based on the relative advance and the blade angle, the corresponding propeller power coefficient is found from the propeller power coefficient table; The theoretical load value is determined based on the propeller power coefficient, the propeller diameter, and the simulated propeller speed.

[0010] In some embodiments, the control signal is a duty cycle, which adjusts the simulated load value and the simulated propeller speed by adjusting the current of the dynamometer.

[0011] In some embodiments, the system further includes an engine control unit for adjusting the throttle opening of the engine to simulate propeller loads at different throttle openings.

[0012] In some embodiments, the input parameters are user input; Alternatively, the incoming flow velocity, the blade angle, and the throttle opening are provided by an engine-in-the-loop simulation system, which is used to simulate the actual flight state of the aircraft; Alternatively, the input parameters can be the relevant parameters of the aircraft during actual flight.

[0013] In some embodiments, the propeller is a variable-pitch propeller. When the blade angle of the variable-pitch propeller is the target blade angle, the first parameter is fixed and the second parameter is adjusted to simulate the propeller load under the second parameter. Wherein, when the first parameter is the throttle opening of the engine, the second parameter is the incoming flow velocity; when the first parameter is the incoming flow velocity, the second parameter is the throttle opening of the engine; and the target blade angle is one of the multiple blade angles of the variable-pitch propeller.

[0014] Secondly, embodiments of this application provide a propeller load simulation method, which is applied to a propeller load simulation system. The system includes a computing unit, a control unit, a dynamometer, and an engine. The computing unit is connected to both the control unit and the dynamometer. The control unit is connected to the dynamometer, and the dynamometer is connected to the engine at a constant speed. The method includes: The dynamometer outputs a simulated load value and a simulated propeller rotation speed. The calculation unit determines the theoretical load value of the propeller based on the received input parameters and the preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle, and the simulated rotational speed of the propeller. The control unit determines the load error based on the received simulated load value and the theoretical load value, and determines a control signal based on the load error, so as to adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal. Based on the adjusted simulated load value and the simulated propeller speed, the adjustment process of the calculation unit and the control unit is repeated until the absolute value of the load error is not greater than a preset threshold.

[0015] The propeller load simulation system provided in this application does not require a real propeller and its generated aerodynamic forces, but instead simulates the torque load effect it produces on the engine. By changing input parameters such as the incoming flow velocity, propeller load conditions across the entire speed envelope, from takeoff and climb to cruise and dive, can be safely and cost-effectively simulated on a laboratory test bench. This reduces testing costs, improves testing efficiency, and solves the technical problems mentioned in the background art. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0017] Figure 1 A schematic diagram illustrating the effect of a propeller load simulation system provided in this application embodiment; Figure 2 This application provides a schematic diagram of an implementation process for determining a theoretical load value. Figure 3 A schematic diagram of propeller parameters for a fixed-pitch propeller provided in an embodiment of this application; Figure 4 A schematic diagram illustrating the effect of a propeller power coefficient table for a variable-pitch propeller provided in an embodiment of this application; Figure 5 This is an application diagram of another propeller load simulation system provided in an embodiment of this application; Figure 6 This is a schematic diagram illustrating the implementation process of the method for adjusting simulated load values ​​provided in an embodiment of this application; Figure 7 A schematic diagram illustrating the effect of another propeller load simulation system provided in this application embodiment; Figure 8 A schematic diagram illustrating the implementation process of a propeller load simulation method provided in this application embodiment; Figure 9 A schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0020] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0021] It should be noted that the terms "first, second, third" used in the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order of objects. It can be understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0022] Due to their excellent fuel economy, propeller-driven aircraft have become the preferred power source for platforms such as transport aircraft, patrol aircraft, anti-submarine aircraft, and medium-altitude long-endurance unmanned aerial vehicles (UAVs). Unlike jet propulsion, the thrust of propeller-driven aircraft is generated by an engine driving a propeller. This means that the performance of their propulsion system depends not only on the individual characteristics of the propeller and engine, but more importantly on the degree of coordination and matching between them. The quality of propeller-engine matching directly determines the aircraft's thrust output, fuel efficiency, and flight envelope, and is a core factor affecting the overall performance of the aircraft.

[0023] Therefore, conducting comprehensive and precise propeller-engine matching tests is of vital engineering value for guiding propeller design, optimizing overall aircraft performance, and tapping the potential of the power system.

[0024] However, related technologies primarily rely on installing real propellers on static ground test benches or in wind tunnels with limited wind speeds for matching tests. This method cannot effectively simulate real airflow conditions during flight, especially failing to cover the full speed range from takeoff and climb to cruise. Furthermore, this method is also plagued by complex test setups, high costs, and significant potential safety risks.

[0025] Therefore, it is particularly urgent and necessary to design a simulation system that can dynamically simulate the propeller aerodynamic load across the entire flight speed range in a ground-based laboratory environment.

[0026] In view of this, embodiments of this application provide a propeller load simulation system. Based on this propeller load simulation system, during experimental verification, it is not necessary to use a real propeller and the real aerodynamic force it generates; instead, it simulates the torque load effect it produces on the engine.

[0027] Figure 1 This application provides a propeller load simulation system as an embodiment. For example... Figure 1 As shown, the propeller load simulation system includes a computing unit 101, a control unit 102, a dynamometer 103, and an engine 104.

[0028] The computing unit 101 is connected to the control unit 102 to transmit information to the control unit.

[0029] The computing unit 101 is also connected to the dynamometer 103 to receive information transmitted by the dynamometer 103.

[0030] The control unit 102 is connected to the dynamometer 103 to execute relevant control procedures on the dynamometer 103.

[0031] The dynamometer 103 is also connected to the engine 104 at the same speed via a coupling so that they drive each other to work.

[0032] It should be noted that the propeller speed is the same as the dynamometer speed and the engine speed.

[0033] In this embodiment, the dynamometer 103 is used to output the simulated load value and the simulated propeller speed.

[0034] Alternatively, at the start of the propeller load simulation system, the dynamometer can be instructed to apply a very small constant torque (constant load value), or the output load value can be directly set to zero (i.e., free rotation state, only overcoming its own mechanical friction).

[0035] In this way, the engine 104 connected to the dynamometer 103 can be prevented from encountering huge resistance at the moment of startup, which would lead to startup failure. The simulated load value output by the dynamometer must ensure that the engine can start safely and stably and enter a controllable state.

[0036] The calculation unit 102 is used to determine the theoretical load value of the propeller based on the received input parameters and the preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle and simulated propeller speed.

[0037] In each simulation, the values ​​of the input parameters are fixed.

[0038] The incoming flow velocity is adjustable during different simulations. By setting the incoming flow velocity to be adjustable, the full speed range of the aircraft from takeoff and climb to cruise can be covered.

[0039] Here, the source of the input parameters is not restricted.

[0040] Optionally, the input parameters can be user-inputted. That is, the user can adjust the values ​​of the input parameters according to the actual experimental requirements and input them into the calculation unit 101.

[0041] Alternatively, the incoming flow velocity, the blade angle, and the throttle opening are provided by an engine-in-the-loop simulation system, which simulates the actual flight state of the aircraft. That is, the computing unit can also establish a communication connection with the engine-in-the-loop simulation system, and after the simulation system obtains the relevant parameters under the actual flight state of the aircraft, it can input the relevant parameters into the computing unit 101.

[0042] Alternatively, the input parameters can be the relevant parameters of the aircraft during actual flight. That is, after obtaining the actual input parameters of the aircraft, the actual input parameters can be input into the calculation unit 101 as the debugging input of the propeller load simulation system.

[0043] like Figure 1As shown, the simulated propeller speed in the input parameters is controlled by the engine 104. The engine 104 drives the dynamometer 103 to rotate at a constant speed. The simulated propeller speed is also the dynamometer speed and the engine speed.

[0044] After receiving the input parameters, the calculation unit 102 can determine the theoretical load value of the propeller based on the input parameters and the preset target propeller parameter table.

[0045] The preset target propeller parameter table can be stored in the calculation unit 102, which can be directly read when in use.

[0046] Alternatively, the preset target propeller parameter table can also be stored in the server. The server can establish a communication connection with the propeller load simulation system. When using the system, the calculation unit 102 can read the preset target propeller parameter table from the server. There are no limitations on this.

[0047] Optionally, the computing unit 102 or the server may have preset parameter tables for at least two types of propellers, and the target propeller parameter table is one of the parameter tables for at least two types of propellers.

[0048] Optionally, the propeller parameter table includes a table of propeller diameter and propeller power coefficient.

[0049] Based on this, in some embodiments, the computing unit can perform actions such as Figure 2 The theoretical load value is calculated using the steps described in the document.

[0050] Step 201: Determine the relative advance distance based on the incoming flow velocity, propeller diameter, and simulated propeller rotation speed.

[0051] Here, relative advance can characterize the working state of the propeller. Relative advance represents the ratio of the distance the propeller travels (advance) per revolution to the propeller diameter.

[0052] In some embodiments, the relative advance distance can be determined by the following formula 1.

[0053] (Formula 1); Where J is the relative advance distance, V is the incoming flow velocity, i.e. the propeller's forward speed (flight speed), usually in m / s; n is the propeller's rotational speed, in revolutions per second; and D is the propeller diameter, in meters.

[0054] Step 202: Based on the relative advance and blade angle, find the corresponding propeller power coefficient from the propeller power coefficient table.

[0055] Here, after calculating the relative advance, the calculation unit can look up the propeller power coefficient corresponding to the relative advance from the propeller power coefficient table.

[0056] The propeller power coefficient (Cp) directly quantifies the power required by the propeller to generate a certain thrust (corresponding to a certain Ct). The higher the Cp, the greater the power the propeller needs to consume under the same conditions.

[0057] Optionally, the propeller thrust coefficient (Ct) can also be obtained. The propeller thrust coefficient represents the efficiency of the propeller in converting rotational power into thrust, and it mainly varies with the relative advance J and the propeller pitch.

[0058] It should be noted that the corresponding propeller power factor tables are different depending on the type of propeller.

[0059] Optionally, the propeller type may include fixed-pitch propellers and variable-pitch propellers. Fixed-pitch propellers have a fixed blade angle, while variable-pitch propellers have multiple blade angles. Furthermore, the propeller parameter tables differ for different propeller models.

[0060] In this way, once the model of the simulated propeller is determined, the corresponding target propeller parameter table can be obtained from a variety of preset propeller parameter tables for subsequent calculations.

[0061] For example, Figure 3 A schematic diagram of the propeller parameters for a fixed-pitch propeller is provided. (For example...) Figure 3 As shown, the diameter of the fixed-pitch propeller is 2605 mm. Figure 3 The parameters of the propeller at this propeller diameter are given.

[0062] Figure 4 A schematic diagram illustrating the effect of a variable-pitch propeller power coefficient table is provided. For example... Figure 4 As shown, the propeller power coefficient Cp and propeller thrust coefficient Ct are different depending on the relative advance J.

[0063] Step 203: Determine the theoretical load value based on the propeller power coefficient, propeller diameter, and simulated propeller speed.

[0064] Here, after determining the propeller thrust coefficient and power coefficient, the theoretical load value required at the current incoming flow velocity can be calculated based on the propeller power coefficient, propeller diameter, and simulated propeller rotation speed.

[0065] Alternatively, the theoretical load value can be calculated using the following formula 2.

[0066] (Formula 2); Where M is the theoretical load value; n is the simulated propeller speed in revolutions per second; and D is the propeller diameter in meters. ρ air density; Cp This represents the propeller power coefficient.

[0067] Understandably, if any of the incoming flow velocity, propeller diameter, or simulated propeller speed changes, the theoretical load value will change accordingly.

[0068] Of course, when the propeller is a variable pitch propeller, its corresponding blade angle is adjustable.

[0069] The control unit 102 is used to determine the load error based on the received simulated load value and theoretical load value, and to determine the control signal based on the load error, so as to adjust the simulated load value and the simulated propeller speed output by the dynamometer based on the control signal; based on the adjusted simulated load value and the simulated propeller speed, the adjustment process of the calculation unit and the control unit is repeatedly executed until the absolute value of the load error is not greater than a preset threshold.

[0070] Here, after calculating the theoretical load value, the calculation unit can transmit the theoretical load value to the control unit. At the same time, the control unit can also obtain the current output simulated load value from the dynamometer. Subsequently, the control unit can determine the load error between the simulated load value and the theoretical load value, and determine the control signal for the dynamometer based on the load error, so as to adjust the output simulated load value of the dynamometer and the simulated propeller speed through the control signal.

[0071] In this embodiment of the application, the control unit can be used to calculate the control signal and adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal.

[0072] Figure 5 A schematic diagram of the effect of a propeller load simulation system is given.

[0073] like Figure 5 As shown, the control unit can determine the control signal for the dynamometer by using simulated load value and theoretical load value. The control unit includes a torque control unit.

[0074] Alternatively, this can be achieved by executing the following: Figure 6 The steps shown are for adjusting the simulated load value.

[0075] Step 601: Determine the load error between the simulated load value and the theoretical load value through the torque control unit.

[0076] Optionally, the load error between the simulated load value and the theoretical load value can be calculated through the data processing section in the control unit. This load error can characterize the difference between the actual load value currently output by the dynamometer and the theoretical load value required corresponding to the simulated incoming flow velocity.

[0077] Step 602: The torque control unit determines the control signal based on the load error.

[0078] After determining the load error, the data processing section can compare the load error with a preset threshold. If the load error is less than the preset threshold, it means that the difference between the actual load value output by the dynamometer and the theoretical load value required for the simulated incoming flow velocity is small enough to meet the simulation requirements. In this case, the simulated load value can be used as the final simulated load value.

[0079] If the load error is determined to be greater than the preset threshold, it indicates that there is still a gap between the actual load value output by the dynamometer and the theoretical load value required corresponding to the simulated incoming flow speed. In this case, the control signal to the dynamometer can be continuously adjusted by the torque control unit to continuously adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal until the load error between the load value output by the dynamometer and the theoretical load value is adjusted to be no greater than the preset threshold.

[0080] For example, suppose that after the first adjustment of the simulated load value and the simulated propeller speed of the dynamometer based on control signal 1, the simulated load value of the dynamometer is A1 and the simulated propeller speed is B1; if the load error between the simulated load value A1 and the theoretical load value F is greater than a preset threshold, then control signal 2 can be determined again based on the load error, and the simulated load value A1 and the simulated propeller speed B1 can be adjusted again based on control signal 2, so that the simulated load value of the dynamometer is A2 and the simulated propeller speed B2 is obtained.

[0081] Thus, as the simulated propeller rotation speed is adjusted, the theoretical load value output by the computing unit also changes synchronously.

[0082] If the load error between the simulated load value A2 and the theoretical load value is determined to be no greater than a preset threshold, then the determined simulated load value A2 will be used as the final target load value.

[0083] If the load error between the simulated load value A2 and the theoretical load value is determined to be greater than a preset threshold, the simulated load value A2 and the simulated propeller speed B2 are adjusted again based on the redefined control signal to continue adjusting the simulated load value output by the dynamometer and the theoretical load value calculated by the calculation unit. Through the dynamic changes throughout the adjustment process, the target load value that meets the conditions is finally determined, completing the entire simulation process of the propeller load.

[0084] Here, there is no limitation on the value of the preset threshold. For example, the preset threshold can be 0, meaning that the simulation process is considered complete when the simulated load value output by the dynamometer is the same as the theoretical load value calculated by the calculation unit.

[0085] Alternatively, the preset threshold can be set to a small non-zero value, meaning that the simulation load value output by the dynamometer and the theoretical load value calculated by the computing unit are within a very small error range, and the simulation process is considered complete.

[0086] Figure 7 A schematic diagram of the effect of a propeller load simulation system is given.

[0087] like Figure 7 As shown, in Figure 5 Based on the provided propeller load simulation system, the control unit also includes a current control unit, a torque control unit connected to the calculation unit, and the current control unit connected to the dynamometer.

[0088] The torque control unit is used to calculate the desired current based on the load error.

[0089] In other words, after determining the load error, the load error can be input into the torque control unit. The torque control unit calculates the desired current based on the load error between the simulated load value and the theoretical load value. The torque control unit then sends the desired current to the current control unit.

[0090] The current control unit is used to determine the control signal based on the current error between the desired current and the feedback current of the dynamometer.

[0091] Optionally, the current control unit can calculate the current error between the desired current and the feedback current based on the desired current sent by the torque control unit and the feedback current sent by the dynamometer, and further determine the control signal based on the current error.

[0092] Optionally, the control signal is the duty cycle, which adjusts the simulated load value and the simulated propeller speed by adjusting the current of the dynamometer.

[0093] Optionally, the above adjustment process can be performed cyclically within milliseconds, so that the simulated load value output by the dynamometer continuously approaches the theoretical load value, and finally realizes that the load applied by the dynamometer to the engine is completely equivalent to the aerodynamic torque generated by the real propeller under the input parameters.

[0094] The dynamometer is a controllable load that does not generate power. Instead, it absorbs power from the engine according to commands and applies a precise, variable drag torque (braking torque). In this system, the magnitude of this drag torque is equal to the aerodynamic torque generated by the target propeller under the current virtual flight conditions.

[0095] The engine is a power source. Based on its own throttle settings and control system, it attempts to output a certain amount of power and torque in order to maintain or change its speed.

[0096] In this embodiment, the type of dynamometer is not limited. The dynamometer is the core actuator of the propeller load simulation system, responsible for accurately and quickly generating the required simulated load torque on the engine output shaft according to control commands.

[0097] Optionally, the dynamometer can be an eddy current dynamometer, and the control unit 102 can linearly and quickly control the load torque by adjusting the magnitude of the excitation current.

[0098] Alternatively, the dynamometer can also be an electric dynamometer. When used as a dynamometer, it operates in a generator mode, converting the engine's mechanical energy into electrical energy, and precisely controlling its back electromotive force and current through a control unit, thereby precisely controlling the braking torque.

[0099] In this embodiment, the aerodynamic characteristics of the propeller (the relationship between thrust coefficient Ct, power coefficient Cp, and relative advance ratio J) are mathematically modeled. The system calculates the theoretical load that the propeller should apply to the engine under the current state by real-time acquisition or given key parameters (flow velocity, propeller speed, blade angle, etc.), and accurately realizes it through closed-loop control of the dynamometer.

[0100] The propeller load simulation system provided in this application essentially uses a controllable and dynamically adjustable dynamometer to replace the real physical propeller, and reproduces the aerodynamic load (torque) generated by the propeller under a specified flight state (incoming flow velocity) on the engine output shaft in real time.

[0101] In this way, instead of using a real propeller and the real aerodynamic forces it generates, the torque load effect it produces on the engine can be simulated. By changing the input parameter "incoming flow velocity", propeller load conditions across the entire speed envelope, from takeoff and climb to cruise and dive, can be safely and cost-effectively simulated on a laboratory test bench.

[0102] Once the propeller load simulation system is designed, it can be applied to the propeller-engine matching test of the aircraft.

[0103] The so-called propeller-engine matching is essentially about finding the balance between the propeller (load) and the engine (power source) at the operating point. By designing a propeller load model system, a propeller can be virtually simulated in the laboratory to find the balance.

[0104] As real hardware, the engine, upon sensing this theoretical load value, will spontaneously adjust its operating state (speed, throttle, temperature, etc.) to adapt to the load. This dynamic interaction and eventual balance between the engine and the simulated load is the "engine-propeller matching" process itself.

[0105] In some embodiments, the propeller simulation system further includes an engine control unit for adjusting the engine throttle opening to simulate propeller loads at different throttle openings.

[0106] In some embodiments, the propeller is a variable-pitch propeller. When the blade angle of the variable-pitch propeller is the target blade angle, the first parameter can be fixed and the second parameter can be adjusted to simulate the propeller load under the second parameter.

[0107] Wherein, when the first parameter is the engine throttle opening, the second parameter is the incoming flow velocity, when the first parameter is the incoming flow velocity, the second parameter is the engine throttle opening, and the target blade angle is one of the multiple blade angles of the variable pitch propeller.

[0108] In other words, when simulating propeller load, if the propeller is a variable-pitch propeller, the engine throttle opening can be fixed and the incoming flow velocity can be adjusted to simulate propeller load at different incoming flow velocities.

[0109] It can also be set to a fixed inflow velocity and change the engine throttle opening to simulate propeller load under different engine throttle openings.

[0110] Figure 8 This application provides a propeller load simulation method as an embodiment. Figure 8 As shown, this method is used for, Figure 1 , Figure 5 and Figure 7 The propeller load simulation system shown includes the following steps: Step 801: The dynamometer outputs the simulated load value and the simulated propeller speed.

[0111] Here, the method of performing step 801 is the same as that described in the above embodiments, and will not be repeated here.

[0112] Step 802: The calculation unit determines the theoretical load value of the propeller based on the received input parameters and the preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle and simulated propeller speed.

[0113] In each simulation, the values ​​of the input parameters are fixed.

[0114] The incoming flow velocity is adjustable during different simulations. By setting the incoming flow velocity to be adjustable, the full speed range of the aircraft from takeoff and climb to cruise can be covered.

[0115] Here, the source of the input parameters is not restricted.

[0116] Optionally, the input parameters can be user-inputted. That is, the user can adjust the values ​​of the input parameters according to the actual experimental requirements and input them into the calculation unit 101.

[0117] Alternatively, the incoming flow velocity, the blade angle, and the throttle opening are provided by an engine-in-the-loop simulation system, which simulates the actual flight state of the aircraft. That is, the computing unit can also establish a communication connection with the engine-in-the-loop simulation system, and after the simulation system obtains the relevant parameters under the actual flight state of the aircraft, it can input the relevant parameters into the computing unit 101.

[0118] Alternatively, the input parameters can be the relevant parameters of the aircraft during actual flight. That is, after obtaining the actual input parameters of the aircraft, the actual input parameters can be input into the calculation unit 101 as the debugging input of the propeller load simulation system.

[0119] like Figure 1 As shown, the simulated propeller speed in the input parameters is controlled by the engine 104. The engine 104 drives the dynamometer 103 to rotate at a constant speed. The simulated propeller speed is also the dynamometer speed and the engine speed.

[0120] After receiving the input parameters, the calculation unit 102 can determine the theoretical load value of the propeller based on the input parameters and the preset target propeller parameter table.

[0121] The preset target propeller parameter table can be stored in the calculation unit 102, which can be directly read when in use.

[0122] Alternatively, the preset target propeller parameter table can also be stored in the server. The server can establish a communication connection with the propeller load simulation system. When using the system, the calculation unit 102 can read the preset target propeller parameter table from the server. There are no limitations on this.

[0123] Optionally, the computing unit 102 or the server may have preset parameter tables for at least two types of propellers, and the target propeller parameter table is one of the parameter tables for at least two types of propellers.

[0124] Optionally, the propeller parameter table includes a table of propeller diameter and propeller power coefficient.

[0125] Based on this, in some embodiments, the computing unit can perform actions such as Figure 2The theoretical load value is calculated using the steps described in the document.

[0126] Step 803: The control unit determines the load error based on the received simulated load value and theoretical load value, and determines the control signal based on the load error, so as to adjust the simulated load value and propeller simulated speed output by the dynamometer based on the control signal; based on the adjusted simulated load value and propeller simulated speed, the adjustment process of the calculation unit and the control unit is repeated until the absolute value of the load error is not greater than the preset threshold.

[0127] Here, after calculating the theoretical load value, the calculation unit can transmit the theoretical load value to the control unit. At the same time, the control unit can also obtain the current output simulated load value from the dynamometer. Subsequently, the control unit can determine the load error between the simulated load value and the theoretical load value, and determine the control signal for the dynamometer based on the load error, so as to adjust the output simulated load value of the dynamometer and the simulated propeller speed through the control signal.

[0128] In this embodiment of the application, the control unit can be used to calculate the control signal and adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal.

[0129] In specific implementation, it can be done through methods such as Figure 5 and Figure 6 The system and method shown are used to determine the final load value, and will not be described in detail here.

[0130] The propeller load simulation method provided in this application uses a dynamometer that dynamically adjusts the load to replace the actual physical propeller, and reproduces the aerodynamic load (torque) generated by the propeller under a specified flight state (incoming flow velocity) on the output shaft of the engine in real time.

[0131] In this embodiment, instead of a real propeller and its generated aerodynamic forces, the torque load effect on the engine is simulated. By changing input parameters such as the incoming flow velocity, propeller load conditions across the entire speed envelope, from takeoff and climb to cruise and dive, can be safely and cost-effectively simulated on a laboratory test bench, thereby reducing testing costs and improving testing efficiency.

[0132] It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0133] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0134] This application provides a computer device, which may be a server, and its internal structure diagram may be as follows: Figure 9 As shown, the computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores data. The network interface communicates with external terminals via a network connection. When the computer program is executed by the processor, it implements the methods described above.

[0135] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0136] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0137] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0138] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium, storage medium, and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0139] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0140] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0141] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0142] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or modules can be electrical, mechanical, or other forms.

[0143] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules. They may be located in one place or distributed across multiple network units. Some or all of the modules may be selected to achieve the purpose of this embodiment according to actual needs.

[0144] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0145] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0146] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0147] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0148] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0149] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0150] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A propeller load simulation system, characterized in that, The system includes a computing unit, a control unit, a dynamometer, and an engine. The computing unit is connected to both the control unit and the dynamometer. The control unit is connected to the dynamometer. The dynamometer is connected to the engine at a constant speed. The dynamometer is used to output simulated load values ​​and simulated propeller speed; The calculation unit is used to determine the theoretical load value of the propeller based on the received input parameters and a preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle, and the simulated rotational speed of the propeller. The control unit is configured to determine the load error based on the received simulated load value and the theoretical load value, and to determine a control signal based on the load error, so as to adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal. Based on the adjusted simulated load value and the simulated propeller speed, the adjustment process of the calculation unit and the control unit is repeated until the absolute value of the load error is not greater than a preset threshold.

2. The system according to claim 1, characterized in that, The control unit includes a torque control unit, which is used to determine the control signal based on the load error.

3. The system according to claim 2, characterized in that, The control unit further includes a current control unit, the torque control unit is connected to the calculation unit, and the current control unit is connected to the dynamometer, wherein: The torque control unit is used to calculate the desired current based on the load error; The current control unit is used to determine the control signal based on the current error between the desired current and the feedback current of the dynamometer.

4. The system according to claim 1, characterized in that, The calculation unit has preset parameter tables for at least two types of propellers, and the target propeller parameter table is one of the parameter tables for at least two types of propellers.

5. The system according to claim 1, characterized in that, The propeller parameter table includes a propeller diameter and propeller power coefficient table. The calculation unit is specifically used for: The relative advance distance is determined based on the incoming flow velocity, the propeller diameter, and the simulated propeller rotation speed. Based on the relative advance and the blade angle, the corresponding propeller power coefficient is found from the propeller power coefficient table; The theoretical load value is determined based on the propeller power coefficient, the propeller diameter, and the simulated propeller speed.

6. The system according to any one of claims 1 to 5, characterized in that, The control signal is the duty cycle, which adjusts the simulated load value and the simulated propeller speed by adjusting the current of the dynamometer.

7. The system according to any one of claims 1 to 5, characterized in that, The system also includes an engine control unit, which is used to adjust the throttle opening of the engine so that the system can simulate the propeller load under different throttle openings.

8. The system according to any one of claims 1 to 7, characterized in that, The input parameters are input by the user; Alternatively, the incoming flow velocity, the blade angle, and the throttle opening are provided by an engine-in-the-loop simulation system, which is used to simulate the actual flight state of the aircraft; Alternatively, the input parameters can be the relevant parameters of the aircraft during actual flight.

9. The system according to any one of claims 1 to 5, characterized in that, The propeller is a variable-pitch propeller. When the blade angle of the variable-pitch propeller is the target blade angle, the first parameter is fixed and the second parameter is adjusted to simulate the propeller load under the second parameter. Wherein, when the first parameter is the throttle opening of the engine, the second parameter is the incoming flow velocity; when the first parameter is the incoming flow velocity, the second parameter is the throttle opening of the engine; and the target blade angle is one of the multiple blade angles of the variable-pitch propeller.

10. A method for simulating propeller load, characterized in that, The method is applied to a propeller load simulation system, the system including a computing unit, a control unit, a dynamometer, and an engine. The computing unit is connected to both the control unit and the dynamometer. The control unit is connected to the dynamometer. The dynamometer is connected to the engine at a constant speed. The method includes: The dynamometer outputs a simulated load value and a simulated propeller rotation speed. The calculation unit determines the theoretical load value of the propeller based on the received input parameters and the preset target propeller parameter table. The input parameters include the incoming flow velocity, blade angle, and the simulated rotational speed of the propeller. The control unit determines the load error based on the received simulated load value and the theoretical load value, and determines a control signal based on the load error, so as to adjust the simulated load value output by the dynamometer and the simulated propeller speed based on the control signal. Based on the adjusted simulated load value and the simulated propeller speed, the adjustment process of the calculation unit and the control unit is repeated until the absolute value of the load error is not greater than a preset threshold.

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