Dynamic energy consumption and emission test method and system for multimodal operation of flying car

Abstract

The application relates to the technical field of flying car power assembly test, in particular to a dynamic energy consumption and emission test method and system for multi-mode operation of a flying car. The method comprises the following steps: installing a flying car power assembly on a modified power assembly dynamometer unit; generating a load instruction according to the power assembly load demand of the flying car under different working conditions through a load loading unit, and transmitting the load instruction to the modified power assembly dynamometer unit; synchronously collecting energy consumption data, emission data and power assembly operation data of the power assembly; and performing fusion analysis on the data collected by the test unit and verifying a flying car related model through a data processing unit. The application can carry out synchronous energy consumption and emission test and analysis, and meet the test and test requirements of flying car power system research and development optimization, environmental protection compliance certification, whole life cycle evaluation and the like.

Description

Technical Field

[0001] This application relates to the field of powertrain testing technology for flying cars, and more specifically, to a dynamic energy consumption and emission testing method and system for multimodal operation of flying cars. Background Technology

[0002] Flying cars, as a new type of transportation integrating ground driving and aerial flight, reference and inherit mature vehicle technologies. Although primarily electric, other power sources coexist, such as fuel and hybrid power. Therefore, drawing on the experience of the automotive industry, the economic efficiency and environmental friendliness of flying cars will inevitably become core concerns for commercialization. This necessitates rigorous energy consumption assessments (determining range and operating costs) and emissions assessments (environmental impacts of non-pure electric power systems) of their power systems. Flying cars operate in two modes: vertical takeoff and landing (VTOL) and taxiing. Under different modes and operating conditions (such as ground driving, taxiing preparation, takeoff and landing, hovering, transition, and cruising), the load on the power system assembly changes drastically. Combined with the influence of external environmental conditions, this results in energy consumption and emissions characteristics exhibiting large transient fluctuations, complex influencing factors, and significant variations depending on the scenario.

[0003] Current testing technology for flying car powertrains has three main shortcomings: 1. Traditional vehicle testing equipment and methods are incompatible with flying car testing. Traditional vehicle energy consumption and emissions testing primarily employs three methods: first, powertrain testing using engine or powertrain test benches; second, whole-vehicle testing using a chassis dynamometer test bench in a laboratory; and third, real-road testing, which has gradually become an important regulatory test item in recent years, aimed at monitoring vehicle emissions and energy consumption during actual operation. While the purpose of testing energy consumption and emissions for flying cars is similar to that of vehicles, and traditional vehicle testing methods can theoretically be used or referenced, the different testing scenarios mean that traditional vehicle testing equipment and methods are not directly applicable to flying car testing. For example, if flying cars are to undergo full-machine testing during actual operation, the hardware limitations such as equipment installation and sampling pipeline layout will prevent the testing from being carried out smoothly. If the traditional car chassis dynamometer method is used to conduct full-vehicle testing in the laboratory, it can only simulate ground driving conditions and cannot adapt to the vertical lift load conditions of the powertrain in flight mode. Therefore, it cannot meet the energy consumption and emission testing requirements in flight mode. As a result, there is a lack of a dedicated testing platform for the energy consumption and emission testing of flying cars.

[0004] 2. The laboratory powertrain test bench lacks methods for simulating flight scenarios and overall aircraft characteristics. Existing vehicle powertrain dynamometers can conduct cyclic tests on power systems by setting constant torque, constant speed, or preset operating condition curves, but they cannot correlate with influencing factors such as flight conditions, attitude, and environmental conditions. If powertrain test bench testing is conducted for flying cars, the test results will lack representativeness because the test operating conditions deviate from the actual operating conditions.

[0005] 3. Disconnect between energy consumption and emissions testing. Due to the electrification of flying cars as the mainstream technology, current testing focuses mainly on energy consumption testing to improve the efficiency of flying cars. However, for flying cars powered by fuel engines, hybrid electric vehicles, hydrogen fuel cells, etc., which emit pollutants, there is a lack of testing standards that match their operating conditions.

[0006] In summary, dynamometer platforms designed for traditional vehicle powertrain testing cannot be directly applied to the energy consumption or emissions testing of flying cars. This is because traditional dynamometers are designed solely for ground-based vehicles; the hardware connection between the powertrain and the dynamometer, as well as the absorption of output power, differ significantly from those of flying cars. Furthermore, the control systems of traditional test benches operate only under conditions suitable for ground vehicles, failing to consider the unique operating scenarios and power load coupling characteristics of flying cars. They also cannot achieve the networked information interaction required for flying car operation and lack suitable testing methods for evaluating flying cars.

[0007] In view of the above, this application is hereby submitted. Summary of the Invention

[0008] The purpose of this application is to provide a dynamic energy consumption and emission testing method and system for multimodal operation of flying cars. By modifying the traditional laboratory powertrain test bench and combining virtual reality and digital twin technology to simulate actual flight scenarios and overall characteristics, the system simulates multimodal operating conditions such as ground driving, taxiing preparation, takeoff and landing (vertical / taxiing), hovering, transition, and cruise, and conducts simultaneous energy consumption and emission testing and analysis to meet the testing needs of flying car power system R&D optimization, environmental compliance certification, and full life cycle assessment.

[0009] To achieve the above objectives, this application adopts the following technical solution: In a first aspect, this application provides a dynamic energy consumption and emission testing system for multimodal operation of a flying car, comprising: The modified powertrain dynamometer unit includes an interface adapted to the powertrain configuration of the flying car, a drive motor dynamometer, load control software, test cycle control software, and auxiliary equipment. The auxiliary equipment includes a flight environment information simulation module, a network-connected interactive information simulation module, and an air traffic control command parsing module. The load loading unit is used to generate load commands based on the powertrain load requirements of the flying car under different flight scenarios, and transmit the load commands to the modified powertrain dynamometer unit so that the modified powertrain dynamometer unit can load the powertrain; wherein, the powertrain load requirements are load data synchronously collected during the actual operation of the flying car, or obtained by the driver operating the virtual driving console in the virtual flight scenario. The test unit is used to simultaneously collect powertrain energy consumption data, emission data, and powertrain operation data during the test process; The data processing unit is used to perform fusion analysis on the data collected by the test unit and to verify the flying car-related models.

[0010] Secondly, this application provides a dynamic energy consumption and emission testing method for multimodal operation of a flying car, which employs a dynamic energy consumption and emission testing system for multimodal operation of a flying car. The method includes: The flying car powertrain was installed in the modified powertrain dynamometer unit; The load loading unit generates load commands based on the powertrain load requirements of the flying car under different operating conditions, and transmits the load commands to the modified powertrain dynamometer unit so that the modified powertrain dynamometer unit can load the powertrain. The powertrain load requirements are load data collected synchronously during the actual operation of the flying car, or obtained by the driver operating the virtual driving console in a virtual flight scenario. During the testing process, the test unit simultaneously collects energy consumption data, emission data, and powertrain operation data of the powertrain. The data processing unit performs fusion analysis on the data collected by the test unit and verifies the flying car-related models.

[0011] This application has the following substantial features and significant progress compared to the prior art: This application enables the simulation of full-modal operating conditions of flying cars under laboratory conditions, achieving simultaneous testing of energy consumption and emissions. It addresses the problems of insufficient testing platforms, lack of scenario simulation, and disconnect between energy consumption and emission testing in flying car powertrain testing. Based on the design and modification of traditional powertrain test benches, this application constructs an integrated testing architecture combining "powertrain actual testing" and a "virtual flight scenario" model. This eliminates the need for a complete flying car and dedicated flight test site, reducing testing costs and risks while improving test repeatability and efficiency. This application establishes a model of the overall aircraft characteristics, linking the overall operating state to the powertrain load requirements in relation to "flight scenarios," accurately simulating the actual operating load characteristics of the powertrain under multiple modes, including ground driving, taxiing preparation, vertical or taxi takeoff and landing, hovering, transition, and cruise. This application defines a testing method for a "multi-modal energy consumption and emission joint testing standard cycle" for flying car powertrains, providing standardized testing criteria for flying car powertrain R&D optimization, performance verification, and compliance certification. Attached Figure Description

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

[0013] Figure 1 This is an architecture diagram of a dynamic energy consumption and emission testing system for multimodal operation of a flying car provided in an embodiment of this application; Figure 2 This is a flowchart of a dynamic energy consumption and emission testing method for multimodal operation of a flying car provided in an embodiment of this application. Detailed Implementation

[0014] The following description, in conjunction with the accompanying drawings, illustrates exemplary embodiments of this application, including various details to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this application. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0015] Overall, this application uses a "modified powertrain dynamometer unit" as the basic test platform to construct an integrated energy consumption and emission testing system adapted for multi-modal operation testing of flying cars. The core system comprises four main modules: the modified powertrain dynamometer unit, the load loading unit, the testing unit, and the data processing unit. Based on this testing system, test cycles can be designed according to the test objectives to conduct simultaneous and precise testing of energy consumption and emissions at the powertrain level.

[0016] Figure 1 This is an architecture diagram of a dynamic energy consumption and emission testing system for multimodal operation of a flying car, provided in an embodiment of this application. See also... Figure 1 The dynamic energy consumption and emission testing system for multimodal operation of flying cars includes: a modified powertrain dynamometer unit, a load loading unit, a testing unit, and a data processing unit. The function of each unit is described in detail below.

[0017] The modified powertrain dynamometer unit includes an interface adapted to the powertrain configuration of the flying car, a drive motor dynamometer, load control software, test cycle control software, and auxiliary equipment. The auxiliary equipment includes a flight environment information simulation module, a network-connected interactive information simulation module, and an air traffic control command parsing module.

[0018] Specifically, the modified powertrain dynamometer unit is an upgrade of the traditional engine electric dynamometer. Taking the powertrain test bench of a hybrid electric vehicle as an example, the specific modification method is explained: The hybrid electric powertrain system consists of an engine, a drive motor, an energy storage system, and a transmission system. Its traditional test bench consists of a core dynamometer system and auxiliary equipment, which mainly includes a battery simulator, an automatic clutch control device, a transmission oil temperature control device, an engine coolant temperature control device, an engine oil temperature control device, a battery simulator, and an engine intake air conditioning system. The biggest difference between flying cars and traditional vehicles lies in their power output mode. Therefore, the core electric dynamometer equipment (AC electric dynamometer) and auxiliary equipment in the original system do not require major changes; only local modifications and adjustments to the corresponding units are needed based on the powertrain configuration and technical parameters of the flying car. For example, firstly, considering the structural characteristics and power output form of the flying car's powertrain, the mechanical connection and interface adaptation of the test bench's power output end are completed. This ensures that the coupling layout and power transmission characteristics of the test bench's power output end match those of the hybrid flying car's engine and drive motor. The specific structure is designed and customized based on engineering experience, and at the very least, it must meet the requirements of coaxiality, load-bearing capacity, and disassembly / assembly adaptability of the dynamometer system. For the testing needs of multi-axis electric drive hybrid flying cars (such as 4-axis and 6-axis distributed electric drive configurations), a dynamometer with drive motors corresponding to the number of electric drive shafts needs to be added to the existing test bench to achieve independent load loading and power characteristic testing of each distributed electric drive unit. Additionally, the load control software of the dynamometer's main control system needs to be upgraded. The load control software includes: multi-dynamometer collaborative control strategies and load distribution and synchronous loading logic for multi-axis electric drive units. Specifically, 1) the hardware and software upgrades of the test bench control system will be carried out simultaneously with the hardware modifications. The multi-dynamometer collaborative control strategy will be modified according to the dynamometer additions, and the load distribution and synchronous loading logic of the multi-axis electric drive unit will be modified to achieve accurate simulation of multi-axis electric drive conditions and synchronous acquisition and analysis of multi-source test data; 2) The test cycle control software will be modified accordingly, and its operation will include test modes suitable for multi-modal transient condition control of flying cars, such as the type of transient condition and loading time. Other power configuration flying cars (fuel, pure electric, fuel cell) can be modified according to the basic architecture of their corresponding powertrain test bench, referring to the above modification methods.

[0019] For auxiliary equipment, functional modules adapted to the functional requirements of the flying car need to be added. These mainly include a flight environment information simulation module, a network-connected interactive information simulation module, and an air traffic control command parsing module. These functional modules are integrated into the expansion slot of the dynamometer's main control system via an industrial-grade CAN bus interface, and are powered by the dynamometer's main power supply. Each module is equipped with an independent signal processing unit, enabling data interaction with the dynamometer's main control system and the scenario simulation unit. Specific details are as follows: 1) Flight Environment Information Simulation Module: It has a built-in GPS signal simulator, altitude signal generator, barometric pressure signal generator and temperature signal generator. It receives parameter signals of the real-time flight scenario transmitted by the scenario simulation unit, including altitude, latitude and longitude, ambient temperature and pressure, etc., and generates simulated GPS signals and environmental (temperature, pressure and altitude) perception simulation signals consistent with the actual flight scenario. These signals are then transmitted to the flying car controller to simulate the environmental perception input of the flying car during flight.

[0020] 2) Network Interaction Information Simulation Module: Equipped with a 5G-V2X communication module, it simulates network interaction signals with other flying vehicles and ground base stations, generates vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) collaborative operation command signals, and transmits them to the flying car controller to simulate power mode switching trigger signals in scenarios such as flight formation and flight avoidance.

[0021] 3) Air traffic control command parsing module: It has built-in air traffic control command encoding and decoding protocols, and can receive simulated air traffic control command signals transmitted by the scenario simulation unit, parse them into the limiting commands of the flying car, and simulate the power limitation under air traffic control constraints.

[0022] The load loading unit generates load commands based on the powertrain load requirements of the flying car under different flight scenarios, and transmits the load commands to the modified powertrain dynamometer unit, so that the modified powertrain dynamometer unit can load the powertrain and absorb power. The flight scenarios are divided into three types: 1) Spatial environment scenarios, including urban low-altitude, short runway and intercity airspace. Spatial environment scenarios support altitude changes within a range of 2000m and can preset ambient temperature and wind speed. 2) Takeoff and landing scenarios, including: vertical takeoff and landing mode and taxiing takeoff and landing mode; 3) Operational mode scenarios, including: ground driving, taxiing preparation, take-off and landing, hovering, transition, cruise, etc. The characteristic parameters of the operational mode can be customized according to the test objectives.

[0023] The powertrain load requirements under different flight scenarios can be obtained from load data (including speed and torque) collected synchronously during the actual operation of the flying car, or from the virtual driving console operated by the driver in a virtual flight scenario, as detailed below: The scenario simulation unit generates virtual flight scenarios for simulated flying car tests, which can be generated using virtual reality or augmented reality technologies. The virtual flight scenario provides the driver with a visual flight environment and operational feedback through VR devices (such as monitors, VR glasses, or headsets). In the virtual flight scenario, the driver simulates driving using a virtual driving console (such as a flight simulator joystick) to generate real-time overall aircraft operating status (including flight altitude, flight speed, yaw angle, etc.) and provide it to the scenario simulation unit.

[0024] The scenario simulation unit loads a whole-machine characteristic model, which describes the conversion relationship between the whole-machine operating state and powertrain load demand under different virtual flight scenarios. Similar to the modeling principle of traditional vehicle whole-machine models, the whole-machine characteristic model of the flying car is constructed based on the whole-machine design parameters of the flying car. This model is specific; different flying cars will have different whole-machine characteristic models. Through this whole-machine characteristic model, the "whole-machine operating state" of the flying car can be converted into "powertrain load demand" based on the setting of the "flight scenario". For example, in the vertical take-off and landing flight scenario, the torque load demand of the powertrain is calculated based on the lift demand of the whole machine; during taxiing take-off and landing, the torque load of the powertrain is calculated based on the change of resistance encountered by the whole machine during taxiing. The powertrain load demand under a specific virtual flight scenario is generated into load commands and transmitted to the powertrain dynamometer unit. The main control system of the dynamometer controls the powertrain to operate at the required load (torque and speed) state through the dynamometer, thereby realizing that the driving behavior generated by the driver according to the "virtual flight scenario" can be realistically mapped onto the load response on the powertrain test bench.

[0025] If conducting synchronous or reproducible testing of actual operating scenarios, the dynamometer can be directly controlled based on actual operating condition data (torque and speed) to achieve precise reproduction of operating conditions. Alternatively, the driver can perform driving operations based on a virtual flight scenario reproduced by the scenario simulation unit. The virtual flight scenario can be custom-designed or derived from real-time feedback display or later playback of actual flight scenarios of the flying car. Real-time feedback based on actual flight scenarios enables remote synchronous testing, while later playback of segments enables operational reproduction testing.

[0026] After the modified powertrain dynamometer unit loads the powertrain according to the load command, it sends the real-time status of the powertrain to the scenario model unit, thereby synchronizing the status of the virtual powertrain in the scenario simulation unit with that of the real powertrain.

[0027] Optionally, the test unit includes: power consumption testing equipment, fuel consumption testing equipment, emission testing equipment, and parameter acquisition equipment. Data collected by the test unit is stored in the bench test database for retrieval by other modules. The functions of each device are described in detail below: The power consumption testing equipment measures the power consumption of the flying car's powertrain. The fuel consumption testing equipment measures the fuel consumption of the flying car's powertrain. The emissions testing equipment measures emissions data from the flying car's powertrain, such as the emissions of pollutants like NOx, CO, HC, and PM. The parameter acquisition equipment connects to the flying car's powertrain controller data bus interface to collect powertrain operating data. Taking a hybrid powertrain configuration test bench as an example, this includes motor speed and torque, engine speed and torque, battery SOC, and power mode switching signals. In addition, the testing unit can also receive remote data (such as emissions test data from real-world environments, real-world environmental monitoring data, and flying car operating data in real-world environments, stored in the flying car's operating database through big data acquisition). During testing, powertrain energy consumption (including power and fuel consumption), emissions data, and powertrain operating data are all collected simultaneously.

[0028] Optionally, the data processing unit includes: a model development and verification module, used to construct an integrated digital twin model consisting of a virtual powertrain, a virtual machine, and a virtual environment; the theoretical values ​​of energy consumption, emission data, and powertrain operation data output by the digital twin model are compared with the actual data measured on the test bench under the same operating conditions and environmental parameters, or the equivalent field emission data output by the cross-domain correction module; and the internal parameters of the digital twin model are iteratively corrected in a targeted manner to make the theoretical values ​​approximate the actual data.

[0029] Specifically, during product development, an integrated digital twin model is constructed, consisting of a virtual powertrain model, a virtual complete vehicle model, and a virtual environment. The inputs to this digital twin model are the structural parameters and load data of the complete vehicle and powertrain, as well as flight environment parameters (derived from the flying car operation database). The outputs are the powertrain's energy consumption data, emission data, and powertrain operation data; that is, the theoretical parameter values ​​for energy consumption, emissions, and powertrain operation are simulated and output through the digital twin model. These theoretical parameter values ​​are then compared with actual data measured on the system bench under the same operating conditions and environmental parameters, or with equivalent field emission data output by the cross-domain correction module. Combined with deviation analysis, the internal parameters of the digital twin model are iteratively corrected in a targeted manner to ensure that the theoretical parameter values ​​approximate the actual data. For example, for the virtual aircraft model, parameters strongly correlated with flight scenario load requirements, such as the aircraft's drag coefficient, lift characteristic coefficient, and aerodynamic friction coefficient, are corrected. For the virtual powertrain model, parameters directly related to energy consumption and emissions, such as the powertrain efficiency MAP, engine fuel injection MAP, motor efficiency characteristic curve, and transmission system efficiency coefficient, are corrected. For the virtual environment, the influence coefficients of ambient temperature, atmospheric pressure, and wind speed are corrected. Through multiple rounds of correction and iteration, the deviation between theoretical parameter values ​​and actual data is gradually reduced, ultimately ensuring that the operational deviation of the digital twin model meets the product development target values. This allows the calibrated digital twin model to accurately reproduce the actual operating characteristics of the flying car's powertrain, providing a reliable virtual simulation basis for subsequent flying car development and powertrain performance optimization. The virtual environment in the digital twin model is also protected in the flight scenario library.

[0030] Optionally, the data processing unit includes a test cycle definition module, used to statistically analyze the operating time and load percentages under different operating conditions of the flying car, as well as the upper limits of energy consumption and emissions data; and to specify a standard test cycle based on the operating time and load percentages, and the upper limits of energy consumption and emissions data. For example, statistical analysis is performed on the powertrain operating data of the flying car acquired by the test unit to determine the multimodal operating time profile and load percentage. For instance, statistical analysis is performed on the operating data of a vertical take-off and landing (VTOL) flying car to determine a standard test cycle: VTOL phase time percentage 25% (load percentage 80%~100%), hovering phase time percentage 15% (load percentage 60%~80%), transition phase 25% (load percentage 40%~90%), and cruise phase 35% (load percentage 50%~70%); this cycle is executed on a test bench, and the upper limits of energy consumption and emissions data are statistically analyzed to form a standardized test cycle. The cycle definition for taxiing take-off and landing (TALT) flying cars can refer to this method.

[0031] Optionally, the data processing unit includes a cross-domain correction module, used to construct input data based on bench emission data measurements, differences between actual environmental monitoring information and laboratory environment, and operating parameters of the flying car. The module uses the flying car's emission data in the actual environment as labels to train the cross-domain correction model. The trained cross-domain correction model then predicts the equivalent field test data of the bench emission data measurements. The flying car's emission data in the actual environment can be obtained through onboard sensors or predicted by a multi-factor coupling model. The multi-factor coupling model is primarily a random forest model, representing the influence of various factors on the flying car's emission data in the actual environment. These factors include, but are not limited to: environmental monitoring information (such as temperature T, altitude H, atmospheric pressure P, and wind speed V), flying car operating parameters (engine torque, engine speed, takeoff and landing condition indicators, operating time for each condition, power change rate, etc.), and dynamic tracking status parameters (remote sensing probe tracking error and the detection distance between the remote sensing probe and the flying car's exhaust end). The remote sensing probe is deployed at the flying car's takeoff and landing site to achieve non-contact, long-distance, and simultaneous measurement of multiple pollutants.

[0032] The emission data measurements here are obtained under laboratory conditions. Laboratory conditions differ from field environmental monitoring information; for example, air pressure and altitude may differ. This embodiment provides a cross-domain correction model to predict equivalent field emission data based on laboratory emission data measurements.

[0033] Specifically, the cross-domain correction model can be any type of nonlinear mapping model, such as the random forest model. Training samples include: emission data measurements (e.g., NOx, CO, HC, PM pollutant measurements), differences between environmental monitoring information and laboratory environments (e.g., temperature difference, air pressure difference, air density ratio), and flying car operating parameters (engine torque, engine speed, takeoff and landing condition indicators, operating time for each condition, power change rate, etc.). Labels are the flying car's emission data in the actual environment. It should be noted that the laboratory data used here should have a reproducibility relationship with the data used in the multi-factor coupled correction model or the flying car's data in the actual environment to achieve matching between training samples and labels, i.e., the flying car's operating parameters should be the same. Since these training samples have different dimensions, the input data needs to be dimensionless and normalized. The processed training samples are divided into a training set, a validation set, and a test set in a 7:2:1 ratio. The training set is used for model training, the validation set for parameter optimization, and the test set for accuracy verification.

[0034] Joint features are constructed for each emission data measurement and each difference, as well as joint features between different differences. Target joint features are selected based on the sensitivity of these joint features to equivalent field emission data. For example, the product of laboratory NOx measurement and temperature difference, the product of laboratory NOx measurement and altitude difference, and the product of temperature difference and altitude difference are used to characterize the variability of environmental sensitivity with emission levels and operating conditions. If certain joint features change significantly and regularly with changes in equivalent field emission data, these joint features are used as target joint features and as input data. Finally, emission data measurements, the difference between actual environmental monitoring information and the laboratory environment, the flying car's operating parameters, and the target joint features are used as input data. For example, the cross-domain correction model output is the equivalent NOx emission value of the laboratory under actual operating environmental conditions. For cross-domain correction of other pollutants, the model is trained based on the same algorithm, with each corresponding label value being the flying car's emission data in the actual environment, and the NOx, CO, HC, and PM emission values ​​are corrected. This completes the correction and conversion of laboratory bench emission data measurements to actual field environment emission values.

[0035] Optionally, the data processing unit includes a data analysis module for performing fusion analysis on data collected by the test unit locally or in the cloud. The fusion analysis algorithms include data statistics, coupled computation, and analysis based on large models. For example, it can perform energy consumption statistics (electricity consumption, regeneration efficiency, range prediction, indirect carbon footprint accounting, etc.), coupled computation of "scenario-load-energy consumption-emissions," power mode control optimization, product compliance determination, abnormal data source tracing analysis, and product performance optimization analysis on the collected data. Furthermore, it can be combined with AI large model analysis tools to enhance the data processing and analysis capabilities of the data analysis platform, such as analyzing the influencing factors of emission / energy consumption data.

[0036] The data processing unit uploads all received data, generated models, and results to the cloud for storage.

[0037] Based on the above description, the modified powertrain dynamometer unit, testing unit, data processing unit and scenario simulation unit included in this system are connected via industrial Ethernet, and the data timestamp synchronization accuracy is not less than 10 milliseconds.

[0038] This application also provides a dynamic energy consumption and emission testing method for multimodal operation of a flying car, see [link to relevant documentation]. Figure 2 The method employs the dynamic energy consumption and emissions testing system for multimodal operation of flying cars described in the above embodiments. The method includes: S110, The flying car powertrain is installed in the modified powertrain dynamometer unit.

[0039] Using a "fuel-hybrid vertical take-off and landing flying car powertrain" as the test object, this paper illustrates the integrated testing process of multimodal operation energy consumption and emissions.

[0040] The powertrain architecture of this flying car is a hybrid system (lithium-ion battery, range extender engine, and four-motor distributed propulsion system), with an engine rated power of 80kW, a drive motor rated power of 100kW, and a maximum combined powertrain power of 115kW. Core equipment includes a modified 5-motor powertrain dynamometer unit, a scenario simulation unit, a testing unit, and a data processing unit.

[0041] The basic platform has one 220kW main dynamometer and four 80kW distributed auxiliary dynamometers. Since it already has four distributed dynamometers, only interface modifications are needed; no additional drive motor dynamometer modifications are required. The basic dynamometer configuration follows the original dynamometer test platform architecture, with the addition of adapter interface modules for each drive shaft and safety devices. The scenario simulation unit completes the scenario configuration; the VR interaction device uses a high-definition display screen, and driving operation uses a virtual driving console. The testing unit includes power consumption testing equipment, fuel consumption testing equipment, and emission testing equipment. Other data to be collected includes test bench operation monitoring data, test bench sensor data, and powertrain bus data. A pre-stored complete model of the flying car is loaded. If the complete model has not been calibrated, at least 20 sets of measured data can be selected to pre-calibrate it, ensuring the target model's prediction deviation is ≤5%.

[0042] The powertrain is installed on the dynamometer unit, and the various dynamometer connecting shafts are connected. Fuel supply interfaces, powertrain peripheral accessory interfaces, vehicle wiring harness interfaces, high and low voltage electrical interfaces, and data acquisition lines are also connected. The urban low-altitude vertical takeoff and landing scenario model and standard test cycle are invoked in the scenario simulation unit to check and calibrate the test unit.

[0043] S120. The load loading unit generates a load command based on the powertrain load requirements of the flying car under different operating conditions, and transmits the load command to the modified powertrain dynamometer unit so that the modified powertrain dynamometer unit can load the powertrain.

[0044] S130. During the test, the test unit simultaneously collects energy consumption data, emission data, and powertrain operation data of the powertrain.

[0045] S140. The data collected by the test unit is fused and analyzed by the data processing unit, and the flying car-related models are verified.

[0046] The load loading unit may include a scenario simulation unit and a virtual driving console. The scenario simulation unit calls the flight scenario library, imports standard test cycles to execute fixed-cycle tests, or executes simulated flight tests based on human-machine driving mode to complete scenario configuration. For example, a low-altitude vertical take-off and landing scenario is set up (operating altitude ≤ 500m, temperature 25℃, wind speed ≤ 3m / s); the full-modal operation mode of "ground taxiing, vertical take-off, hovering, climb or descent transition, cruise, and vertical landing" is selected; the pilot completes the predefined test cycle through the VR display and the virtual driving console: the total duration is 1200 seconds, including 300 seconds of vertical take-off and landing phase (torque load 80~100%), 180 seconds of hovering phase (torque load 60~80%), 300 seconds of transition phase (torque load 40~90%), and 420 seconds of cruise phase (torque load 50~70%).

[0047] The powertrain load demand is predicted in real time by the whole machine model. Load commands are generated based on the load demand and transmitted to the modified powertrain dynamometer unit. The main dynamometer and the dynamometers of each drive motor are synchronously loaded with the corresponding load demand.

[0048] The testing unit collects energy consumption data (such as electricity consumption, fuel consumption, regenerative energy, etc.), emission data (NOx, CO, HC, PN, etc.), powertrain operating data, test bench operation monitoring data (cooling water temperature, intake and exhaust temperatures, intake and exhaust pressure, etc.), and test bench sensor data (altitude, temperature, air pressure, etc.) throughout the entire process (recording frequency 1Hz). The data processing unit calls upon a cross-domain correction model to predict equivalent field test data from the bench emission measurements. Based on the collected energy consumption and emission data, instantaneous data comprehensive analysis is performed, such as calculating the cycle emission calculation value and comparing it with the limit for compliance determination; through instantaneous correlation curve analysis of energy consumption, emissions, and load (torque, speed), NOx emission characteristics and energy consumption characteristics are identified. Finally, a comprehensive analysis and report generation are completed according to the test objectives: such as calculating the comprehensive energy consumption and emission values ​​of the powertrain under all modal operating conditions, generating an "Energy Consumption and Emissions" compliance determination report, analyzing the "Energy Consumption and Emissions" results and core influencing factors for each operating mode, and outputting powertrain optimization suggestions.

[0049] In summary, the present application has the following technical effects based on the above embodiments: 1. Existing flying car testing does not involve simultaneous testing of "energy consumption and emissions" at the powertrain level. Furthermore, traditional powertrain dynamometer test benches, due to differences in power output, cannot be directly used for flying car powertrain testing, and there is a lack of testing methods suitable for simulating the "vertical lift load and high-altitude environment" operating conditions of flying cars. To address this issue, this application adopts a technical architecture combining "powertrain actual testing" and "scenario simulation." Based on a modified traditional automotive powertrain dynamometer test platform, through adaptability modifications to the connecting devices and the addition of a drive motor dynamometer, laboratory powertrain testing of flying cars is achieved. This simultaneously solves the deficiency of traditional dynamometers in simulating flight scenarios, thereby significantly reducing the testing cost and safety risks of flying cars.

[0050] 2. The overall characteristic model of the flying car is constructed based on the overall design parameters of the flying car. This model is specific and is constructed according to different flying cars under test. Through this model, the "overall operating state" of the flying car can be transformed into "powertrain load demand" based on the setting of the "flight scenario".

[0051] 3. By using virtual reality technology to drive driving behavior through "flight scenarios" and mapping "load" requirements to the "flying car whole-machine characteristic model," simulated actual operation testing can be achieved on the powertrain test bench. Combined with full-modal operation environment simulation settings, the powertrain testing can more closely resemble actual flight conditions, solving the technical problem of lacking effective means to conduct comprehensive actual operation testing of flying cars.

[0052] 4. This application defines a method for constructing a multimodal "energy consumption and emissions" test cycle for flying car powertrains. This method can provide a standard reference for performance comparison of different types of powertrains and provide a unified basis for airworthiness certification and market access.

[0053] 5. The test system of this application is easy to operate, has a high degree of automation in the test process, and has high data processing efficiency. It can be widely used in scenarios such as R&D of flying car powertrain, product testing, and third-party certification.

[0054] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this application can be achieved, and this is not limited herein.

[0055] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A dynamic energy consumption and emission testing system for multimodal operation of a flying car, characterized in that, include: The modified powertrain dynamometer unit includes an interface adapted to the powertrain configuration of the flying car, a drive motor dynamometer, load control software, test cycle control software, and auxiliary equipment. The auxiliary equipment includes a flight environment information simulation module, a network-connected interactive information simulation module, and an air traffic control command parsing module. The load loading unit is used to generate load commands based on the powertrain load requirements of the flying car under different flight scenarios, and transmit the load commands to the modified powertrain dynamometer unit so that the modified powertrain dynamometer unit can load the powertrain; wherein, the powertrain load requirements are load data synchronously collected during the actual operation of the flying car, or obtained by the driver operating the virtual driving console in the virtual flight scenario. The test unit is used to simultaneously collect powertrain energy consumption data, emission data, and powertrain operation data during the test process; The data processing unit is used to perform fusion analysis on the data collected by the test unit and to verify the flying car-related models.

2. The system according to claim 1, characterized in that, The load control software includes: a multi-dynamometer collaborative control strategy and load distribution and synchronous loading logic for the multi-axis electric drive unit; The test loop control software has the following test modes: applicable to multimodal transient condition control of flying cars.

3. The system according to claim 1, characterized in that, Also includes: The scenario simulation unit is used to generate virtual flight scenarios for the flying car during simulated tests and load the whole machine characteristic model. The whole machine characteristic model describes the conversion relationship between the whole machine operating state and the powertrain load demand under different virtual flight scenarios. The virtual flight control console is used by the pilot to simulate flight in a virtual flight scenario, so as to generate the overall aircraft operating status in real time and provide it to the scenario simulation unit.

4. The system according to claim 3, characterized in that, The flight environment information simulation module is used to receive scenario parameters sent by the scenario simulation unit and perform laboratory environment simulation based on the scenario parameters; The network-connected interactive information simulation module is used to simulate the interaction signals between the flying car and other terminals; The air traffic control command parsing module is used to receive simulated air traffic control command signals transmitted by the scenario simulation unit, parse them into limitation commands for the flying car, and simulate the power limitation under air traffic control constraints.

5. The system according to claim 1, characterized in that, The testing unit includes: power consumption testing equipment, fuel consumption testing equipment, emission testing equipment, and parameter acquisition equipment; The power consumption testing equipment is used to measure the power consumption of the flying car's powertrain; The fuel consumption testing equipment is used to measure the fuel consumption of the flying car powertrain; The emission testing equipment is used to measure the emission data of the flying car powertrain; The parameter acquisition device is connected to the controller data bus interface of the flying car's powertrain to collect powertrain operating data.

6. The system according to claim 5, characterized in that, The data processing unit includes: The model development and verification module is used to construct an integrated digital twin model consisting of a virtual powertrain model, a virtual complete machine model, and a virtual environment. The theoretical parameter values ​​of energy consumption, emissions, and powertrain operation are output through the digital twin model and compared with the actual data measured on the system bench under the same operating conditions and environmental parameters. The internal parameters of the digital twin model are then iteratively corrected in a targeted manner to make the theoretical parameter values ​​closer to the actual data.

7. The system according to claim 5, characterized in that, The data processing unit includes: The test cycle definition module is used to statistically analyze the percentage of operating time and load under different operating conditions of the flying car, as well as the upper limits of energy consumption data and emission data; and to specify a standard test cycle based on the percentage of operating time and load, as well as the upper limits of energy consumption data and emission data.

8. The system according to claim 5, characterized in that, The data processing unit includes: The cross-domain correction module is used to construct input data based on bench emission data measurements, the differences between actual environmental monitoring information and laboratory environment, and the operating parameters of the flying car. The emission data of the flying car in the actual environment is used as a label to train the cross-domain correction model. The trained cross-domain correction model is then used to predict the equivalent field test data of the bench emission data measurements. Emissions data of flying cars in real-world environments can be obtained through onboard sensors or predicted using multi-factor coupling models.

9. The system according to claim 5, characterized in that, The data processing unit includes: The data analysis module is used to perform fusion analysis on the data collected by the test unit locally or in the cloud. The fusion analysis algorithms include: data statistics, coupling operations, and analysis based on large models.

10. A method for testing the dynamic energy consumption and emissions of a flying car operating in multiple modes, characterized in that, The dynamic energy consumption and emission testing system for multimodal operation of flying cars as described in any one of claims 1-9; The method includes: The flying car powertrain was installed in the modified powertrain dynamometer unit; The load loading unit generates load commands based on the powertrain load requirements of the flying car under different operating conditions, and transmits the load commands to the modified powertrain dynamometer unit so that the modified powertrain dynamometer unit can load the powertrain. The powertrain load requirements are load data collected synchronously during the actual operation of the flying car, or obtained by the driver operating the virtual driving console in a virtual flight scenario. During the testing process, the test unit simultaneously collects energy consumption data, emission data, and powertrain operation data of the powertrain. The data processing unit performs fusion analysis on the data collected by the test unit and verifies the flying car-related models.

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