A method of reducing energy consumption of an aircraft
By combining the control system and sensors with GPS or IMU, the aircraft can be automatically aligned with the direction of the incoming flow, solving the power consumption problem caused by aircraft deviation and achieving energy saving.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AUTOFLIGHT (KUNSHAN) CO LTD
- Filing Date
- 2024-12-30
- Publication Date
- 2026-06-30
AI Technical Summary
Aircraft are easily affected by airflow during flight, causing them to deviate and resulting in high power consumption and energy waste.
Employing a control system, sensors, and attitude detection devices, the aircraft senses the direction of the incoming wind via GPS or IMU, automatically aligns itself with the direction of the incoming wind, and uses the fixed wings to provide buoyancy to achieve hovering with its nose facing the wind, saving energy and power.
It enables the aircraft to automatically correct its position after deviating, aligning the nose with the direction of the incoming flow, reducing energy consumption, and achieving energy saving when hovering.
Smart Images
Figure CN122308336A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft, and more specifically, to a method for reducing the energy consumption of aircraft. Background Technology
[0002] Aircraft are susceptible to deviation due to airflow during flight, leading to increased power consumption and energy waste. Therefore, a method to reduce energy consumption is needed to address this issue. This method should automatically correct the aircraft's position after deviation, aligning the nose with the oncoming airflow, thus enabling the aircraft to hover with its nose facing the wind and achieving energy savings. Summary of the Invention
[0003] The purpose of this invention is to provide a method for reducing the energy consumption of aircraft, which can automatically correct the position of the aircraft after it deviates so that the nose is aligned with the direction of the oncoming flow, thereby achieving the purpose of saving energy and electricity when the aircraft hovers.
[0004] To achieve this objective, the present invention adopts the following technical solution:
[0005] This invention provides a method for reducing the energy consumption of an aircraft, applied to an aircraft, for controlling the aircraft to automatically align with the oncoming wind direction. The aircraft's flight modes include vertical takeoff and landing mode, cruise mode, and switching mode. The method includes:
[0006] S1: Provides a control system;
[0007] S2: Provides a control device;
[0008] The control system includes a flight control module and a control module;
[0009] The control device can send different commands to the flight control module to control the aircraft to automatically align with the incoming wind direction.
[0010] Preferably, the method further includes:
[0011] S3: Provide a sensing device;
[0012] The sensing device can detect the direction of the incoming wind. When the command is sent to the flight control module, the flight control module uses the sensing device to control the aircraft to automatically align with the direction of the incoming wind.
[0013] Preferably, the sensing device is GPS. The aircraft's navigation system estimates the aircraft's position based on the GPS. When a crosswind blows the aircraft off course, command 'a' is sent to the control module to control the aircraft to shift in the opposite direction of the blow, thereby correcting its position.
[0014] Preferably, the sensing device is an IMU. The aircraft's navigation system estimates the aircraft's position based on the IMU. When a crosswind blows the aircraft off course, command b is sent to the control module to control the aircraft to deviate in the opposite direction of the blow, thereby correcting its position.
[0015] Preferably, the method further includes:
[0016] S4: Provides an attitude detection device;
[0017] The attitude detection device is used to detect the attitude of the aircraft.
[0018] Preferably, the attitude detection device includes at least one of a gyroscope, an accelerometer, or a magnetometer.
[0019] Preferably, after the attitude detection device detects a change in the attitude of the aircraft, the control module controls the attitude correction of the aircraft.
[0020] Preferably, the attitude correction includes corrections to the roll angle, yaw angle, and pitch angle.
[0021] Preferably, when the attitude detection device detects that the roll angle of the aircraft is not 0, the control module controls the aircraft to adjust the roll angle until it is 0.
[0022] Preferably, during the process of controlling the aircraft to adjust the roll angle, the control module calculates the yaw rate based on the roll angle and thus slowly adjusts the nose direction until the nose is aligned with the oncoming wind direction. Attached Figure Description
[0023] Figure 1 This is a schematic diagram showing that the aircraft does not deviate from its course;
[0024] Figure 2 This is a diagram illustrating the aircraft rolling to the left.
[0025] Figure 3 This is a diagram illustrating an aircraft rolling to the right.
[0026] Figure 4 It is a schematic diagram of the aircraft's roll, yaw, and pitch.
[0027] Figure 5 This is a schematic diagram of the aircraft's control system;
[0028] Figure 6 This is a schematic diagram of the aircraft control module;
[0029] Figure 7 This is a schematic diagram of the aircraft's control system;
[0030] Figure 8This is a schematic diagram of the aircraft's control system;
[0031] Figure 9 This is a schematic diagram of an aircraft using GPS as its sensing device;
[0032] Figure 10 This is a schematic diagram of an aircraft's sensing device, an IMU. Detailed Implementation
[0033] The following embodiments further illustrate the technical solutions of this application. It should be understood that the specific embodiments described herein are merely for explaining this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not all of them.
[0034] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; or internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0035] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0036] like Figures 1-7 As shown, this application discloses a method for reducing the energy consumption of an aircraft, applied to an aircraft 100, for controlling the aircraft 100 to automatically align with the incoming wind direction. The flight modes of the aircraft 100 include vertical takeoff and landing mode, cruise mode, and switching mode. The method includes:
[0037] S1: Provides a control system 200;
[0038] S2: Provide a control device 410;
[0039] The control system 200 includes a flight control module 300 and a control module 400; the control device 410 can send different commands to the flight control module 300 to control the aircraft 100 to automatically align with the oncoming wind direction. At this time, the fixed wing will provide buoyancy to the aircraft 100, thereby achieving the purpose of saving energy and power when the aircraft 100 hovers with its nose aligned with the wind.
[0040] In this application, the method also includes S3: providing a sensor 500, when there is a right-side wind, the aircraft 100 will be blown to the left and form a roll angle β. At this time, after the aircraft 100 senses the direction of the incoming wind according to the sensor 500, the control module 400 controls the nose to shift to the right and align with the direction of the incoming wind.
[0041] Correspondingly, when there is a wind coming from the left, the aircraft 100 will be blown to the right and form a roll angle β. At this time, after the aircraft 100 senses the direction of the incoming wind according to the sensor device 500, the control module 400 controls the nose to shift to the left and align with the direction of the incoming wind. At this time, the fixed wing will provide buoyancy to the aircraft 100, thereby achieving the purpose of saving energy and power when the aircraft 100 hovers.
[0042] Please refer to the following: Figure 4 In this application, the sensor 500 can sense the wind direction of the incoming flow. When command a or command b is sent to the flight control module 300, the flight control module 300 uses the sensor 500 to control the aircraft 100 to shift towards the windy side. The control module 400 controls the nose to shift so as to align with the wind direction of the incoming flow. At this time, the fixed wing will provide buoyancy to the aircraft 100, thereby achieving the purpose of saving energy and power when the aircraft 100 hovers with its nose aligned with the wind.
[0043] Please refer to the following: Figure 5 For example, in Figure 5 In this context, sensor 500 can be GPS, also known as the Global Positioning System, a high-precision radio navigation and positioning system developed and launched by the United States based on artificial Earth satellites. GPS provides accurate geographical location, vehicle speed, and precise time information anywhere in the world and in near-Earth space. Since its inception, GPS has attracted numerous users due to its high precision, all-weather operation, global coverage, and convenience. The navigation system of aircraft 100 estimates the aircraft's position based on GPS. When a crosswind blows aircraft 100 to one side, command 'a' is sent to control module 400. Control module 400 then controls aircraft 100 to deviate in the opposite direction of the initial wind deviation, thus determining the direction of the incoming wind.
[0044] Now continue to refer to Figure 5In this application, the aircraft 100 can also continuously update its position via GPS. The aircraft 100 determines the direction of the incoming wind by comparing the difference between the target position and the current hovering position.
[0045] Please refer to the following: Figure 6 For example, in Figure 6 In this context, the sensing device 500 can be an IMU, also known as an inertial measurement unit, which measures the three-axis attitude angles (or angular rates) and acceleration of an object. Typically, an IMU contains three single-axis accelerometers and three single-axis gyroscopes. The accelerometers detect the acceleration signals of the object along the three independent axes of the carrier coordinate system, while the gyroscopes detect the angular velocity signals of the carrier relative to the navigation coordinate system. By measuring the angular velocity and acceleration of the object in three-dimensional space, the object's attitude can be calculated. This has significant application value in navigation. The navigation system of the aircraft 100 estimates the aircraft's position based on the IMU. When a crosswind blows the aircraft 100 to one side, command b is sent to the control module 400. The control module 400 controls the aircraft 100 to deflect in the opposite direction of the initial blown direction, thus determining the direction of the incoming wind.
[0046] like Figure 7 and Figure 8 As shown, the control device 410 of this application includes a button 420, which can be an actual physical button or a virtual button 420 integrated on a touch screen.
[0047] When button 420 is pressed, command a or command b is sent to the control module 400 of aircraft 100. GPS or IMU senses the wind direction of the incoming flow and then controls aircraft 100 to deflect in the opposite direction of the initial blown direction. At this time, the nose of the aircraft will be aligned with the direction of the incoming flow. The fixed wings will provide buoyancy to aircraft 100, thereby achieving the purpose of saving energy and power when aircraft 100 hovers.
[0048] Specifically, the method for reducing aircraft energy consumption in this application also includes providing an attitude detection device 600, which can detect the attitude of the aircraft 100. The attitude detection device 600 includes at least one of a gyroscope, accelerometer, or magnetometer, for example, detecting whether the current aircraft has a roll angle, pitch angle, or yaw angle, or the current position and direction of the nose of the aircraft 100. In particular, for the aircraft 100 to fly accurately, it needs stable attitude control. Attitude control is not only crucial for flight stability but also directly affects the maneuverability and flight accuracy of the aircraft 100. The application of attitude measurement technology can help the aircraft 100 accurately control its attitude, improve flight stability, and thus increase the applicability and reliability of the aircraft 100.
[0049] The gyroscope is an important sensor for attitude detection of the aircraft 100, and can be used to measure the rotational angular velocity of the aircraft 100. By using the measurement value of the integrating gyroscope, the change in the attitude angle of the aircraft 100 can be obtained.
[0050] An accelerometer can measure the acceleration of aircraft 100 relative to gravity. Using the accelerometer measurements, the pitch and roll angles of aircraft 100 can be estimated.
[0051] A magnetometer can be used to detect the geomagnetic field environment in which the aircraft 100 is located. By detecting changes in the geomagnetic field, the aircraft 100 can be helped to perform positioning and attitude control. The magnetometer plays an important role in the attitude detection of the aircraft 100.
[0052] For example, the control device 410 can send commands to control the aircraft 100 to roll, pitch, or yaw. Once the attitude detection device 600 detects a change in the attitude of the aircraft 100, the control module 400 begins to control the aircraft 100 to perform attitude correction, which includes correction of roll angle, yaw angle, and pitch angle.
[0053] like Figure 4 As shown, when there is an incoming wind from one side, the aircraft 100 will be blown up and down around the X-axis, or the aircraft 100 will be blown left and right around the Y-axis, or the aircraft 100 will be blown forward and backward around the Z-axis. In actual use, during the flight or hovering process of the aircraft 100, it will be affected by airflow. For example, when there is an incoming wind from one side, the aircraft 100 will be blown to the left and form a roll angle β. At this time, the aircraft 100 uses the attitude detection device 600... Once a displacement of the aircraft 100 or a roll angle β that is not zero is detected, the control module 400 will control the aircraft 100 to slowly adjust its attitude until the roll angle β is zero. At this time, the nose of the aircraft is aligned with the direction of the incoming wind. In other words, it is not necessary to know which side the wind is coming from. As long as the roll angle β of the aircraft 100 is adjusted to zero, the nose of the aircraft can be aligned with the direction of the incoming wind. At this time, the fixed wing will provide buoyancy to the aircraft 100, thereby achieving the purpose of saving energy and power when the aircraft 100 hovers with its nose aligned with the wind.
[0054] Specifically, during the slow attitude adjustment process, the control module 400 will calculate the yaw rate based on the roll angle, with the formula being yaw_rate=roll*kp; where kp is a system-preset coefficient. Then, according to the calculated yaw rate, the attitude of the aircraft 100 will be slowly adjusted at this rate until the roll angle is 0.
[0055] In this embodiment, when button 420 is pressed, the command is sent to the control module 400 of the aircraft 100. The control module 400 will control the UAV 100 to slowly adjust its attitude until the roll angle β is 0. At this time, the nose of the aircraft is aligned with the direction of the incoming wind. In other words, it is not necessary to know which side the wind is coming from. As long as the roll angle β is 0, the nose of the aircraft can be aligned with the direction of the incoming wind. At this time, the fixed wings will provide buoyancy to the aircraft 100, thereby achieving the purpose of saving energy and power when the aircraft 100 hovers with its nose aligned with the wind.
[0056] The above embodiments are merely illustrative of the principles and effects of this application. Any person skilled in the art can modify or alter the above embodiments without departing from the purpose of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the purpose disclosed in this application should still be covered by the claims of this application.
Claims
1. A method for reducing energy consumption of an aircraft, applied to an aircraft, for controlling automatic alignment of the aircraft to the inflow wind direction, the flight modes of the aircraft including a vertical take-off and landing mode, a cruising mode and a transition mode, characterized in that, The method includes: S1: Provides a control system; S2: Provides a control device; The control system includes a flight control module and a control module; The control device can send different commands to the flight control module to control the aircraft to automatically align with the incoming wind direction.
2. The method of reducing energy consumption of a flying vehicle of claim 1, wherein, The method further includes: S3: providing a sensing device; The sensing device can detect the direction of the incoming wind. When the command is sent to the flight control module, the flight control module uses the sensing device to control the aircraft to automatically align with the direction of the incoming wind.
3. The method for reducing aircraft energy consumption according to claim 2, characterized in that, The sensing device is GPS. The aircraft's navigation system estimates the aircraft's position based on the GPS. When a crosswind blows the aircraft off course, command 'a' is sent to the control module to control the aircraft to shift in the opposite direction of the blow, thereby correcting its position.
4. The method for reducing aircraft energy consumption according to claim 2, characterized in that, The sensing device is an IMU. The aircraft's navigation system estimates the aircraft's position based on the IMU. When a crosswind blows the aircraft off course, command b is sent to the control module to control the aircraft to deviate in the opposite direction of the blow, thereby correcting its position.
5. The method for reducing aircraft energy consumption according to claim 1, characterized in that, The method further includes: S4: providing an attitude detection device; The attitude detection device is used to detect the attitude of the aircraft.
6. The method for reducing aircraft energy consumption according to claim 5, characterized in that, The attitude detection device includes at least one of a gyroscope, an accelerometer, or a magnetometer.
7. The method for reducing aircraft energy consumption according to claim 6, characterized in that, After the attitude detection device detects a change in the attitude of the aircraft, the control module controls the attitude correction of the aircraft.
8. The method for reducing aircraft energy consumption according to claim 7, characterized in that, The attitude corrections include corrections to roll angle, yaw angle, and pitch angle.
9. The method for reducing aircraft energy consumption according to claim 8, characterized in that, When the attitude detection device detects that the roll angle of the aircraft is not 0, the control module controls the aircraft to adjust the roll angle until it is 0.
10. The method for reducing aircraft energy consumption according to claim 9, characterized in that, During the process of controlling the aircraft to adjust its roll angle, the control module calculates the yaw rate based on the roll angle and thus slowly adjusts the nose direction until the nose is aligned with the oncoming wind direction.