Method and apparatus for aerodynamic forces analysis of urban air mobility based on digital twin

Abstract

The present invention provides a digital twin-based urban air mobility aerodynamic analysis method comprising a process of generating a virtual aircraft for analyzing the aerodynamics of urban air mobility, a first aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft, a process of generating a virtual city for analyzing the aerodynamics of urban air mobility, and a second aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft in the virtual city using the results of the first aerodynamic analysis process, and a digital twin-based urban air mobility aerodynamic analysis device applied thereto, which is capable of rapid and accurate evaluation of an aircraft.

Description

Technology Field

[0001] The present invention relates to a digital twin-based urban air mobility aerodynamic analysis method and apparatus, and more specifically, to a digital twin-based urban air mobility aerodynamic analysis method and apparatus capable of rapidly and accurately evaluating the flight feasibility of a designed aircraft over an urban area. Background Technology

[0003] Urban Air Mobility is a three-dimensional urban air transportation system that connects the ground and the air, and is a next-generation transportation system capable of complementing or replacing existing ground transportation systems provided in urban areas. Urban Air Mobility can be classified into tiltrotor, lift-cruise, and multi-rotor types depending on the rotor arrangement and mounting method.

[0004] Such urban air mobility must be able to take off and land vertically from facilities provided in the city, fly forward over the city at a high speed of approximately 250 km / h or less, and be able to hover.

[0005] Furthermore, urban air mobility (UAM) systems, which must operate in urban areas with numerous buildings, require flight under restricted and irregular conditions compared to conventional aircraft. Moreover, operation under harsh conditions, such as limited flight areas and irregular flow conditions, can affect the shape and trajectory of UAM systems.

[0006] In addition, urban air mobility may require low-speed hovering or low-speed transition flight as needed. However, when urban air mobility performs low-speed hovering or low-speed transition flight, the dynamic pressure around the urban air mobility may not be sufficient. Since it is difficult to secure control power using control surfaces under conditions of insufficient dynamic pressure, safe operation using only the rotor is required. In such cases, if excessive thrust is required of the rotor, stall may occur in a portion of the rotor blades, which may temporarily affect the survivability of the urban air mobility.

[0007] Therefore, when designing and evaluating aircraft to be used as urban air mobility, a combined aerodynamic analysis of rotary-wing and fixed-wing systems is required, and appropriate analysis must be performed to ensure that the urban air mobility can survive even under harsh conditions associated with urban environments.

[0008] However, there is a problem in that a design and evaluation system for urban air mobility has not yet been established to reflect the harsh conditions of urban environments and to enable complex aerodynamic analysis of rotary-wing and fixed-wing vehicles. Consequently, urban air mobility is currently designed and evaluated using methods that analyze only rotor characteristics without considering the urban environment—similar to the approaches applied to designing conventional aircraft (e.g., analyzing only rotor aerodynamic characteristics using momentum equations and panel methods). This raises concerns that safety issues may arise when urban air mobility becomes widespread.

[0009] The technology forming the background of the present invention is disclosed in the following patent documents. Prior art literature

[0010] Republic of Korea Published Patent Application No. 10-2011-0123507 Republic of Korea Published Patent Application No. 10-2014-0135849 The problem to be solved

[0011] The present invention provides a digital twin-based urban air mobility aerodynamic analysis method and apparatus capable of rapidly designing an aircraft for urban air mobility.

[0012] The present invention provides a digital twin-based urban air mobility aerodynamic analysis method and apparatus capable of rapidly and accurately evaluating the flight feasibility of an aircraft for urban air mobility in the airspace above an urban area. means of solving the problem

[0013] A digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention comprises: a process of generating a virtual aircraft for analyzing the aerodynamics of urban air mobility; a first aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft; a process of generating a virtual city for analyzing the aerodynamics of urban air mobility; and a second aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft in the virtual city using the results of the first aerodynamic analysis process.

[0014] The process of generating the above-mentioned virtual aircraft may include: a process of simulating the shape of the above-mentioned urban air mobility; a process of selecting a plurality of shape items from the simulated shape; and a process of inputting numerical values ​​into the selected shape items.

[0015] The process of selecting the plurality of shape items above includes the process of selecting the fuselage shape, wing shape, rotor shape, center of gravity, range of the center of gravity, and additional weight as the plurality of shape items; and the process of inputting the numerical values ​​may include the process of inputting a maximum value, a minimum value, and a displacement value for each item.

[0016] The above first aerodynamic analysis process may include: a process of setting analysis conditions; a process of receiving shape information from the above virtual aircraft; and a process of performing aerodynamic analysis on the shape information according to the analysis conditions.

[0017] The process of setting the above analysis conditions may include the process of setting a plurality of flight conditions and a plurality of mission configurations as the above analysis conditions.

[0018] The process of performing aerodynamic analysis on the above shape information may include: a process of performing aerodynamic analysis for each of the plurality of flight conditions and the plurality of mission shapes; and a process of comparing the results of the aerodynamic analysis with the requirements set according to the plurality of flight conditions and the plurality of mission shapes, and selecting shape information that satisfies the results of the aerodynamic analysis.

[0019] The process of generating the virtual city above may include: a process of acquiring urban environment data of the city where the urban air mobility is to be operated; a process of generating a terrain layer that simulates the topography of the city based on the acquired urban environment data; a process of establishing an airspace on the terrain layer; a process of generating a plurality of vertices within the airspace; and a process of applying a flow field to the plurality of vertices.

[0020] The above second aerodynamic analysis process may include a process of performing an aerodynamic analysis for a virtual aircraft selected in the above first aerodynamic analysis process at a virtual city center.

[0021] A digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention comprises: an aircraft generation unit that generates a virtual aircraft for analyzing the aerodynamics of urban air mobility; a digital twin unit that generates a virtual city for analyzing the aerodynamics of urban air mobility; and an aerodynamic analysis unit that performs a primary analysis of the aerodynamics for the virtual aircraft and performs a secondary analysis of the aerodynamics for the virtual aircraft in the virtual city using the result.

[0022] The above-described aircraft generation unit may include a shape simulator that simulates the shape of the urban air mobility; a selector that selects a plurality of shape items from the simulated shape; and a numeric input unit that inputs numeric values ​​into the selected shape items.

[0023] The digital twin unit may include: a data acquirer for acquiring urban environment data of an urban area to operate the urban air mobility; a terrain generator for generating a terrain layer that simulates the terrain of the urban area based on the acquired urban environment data; an airspace generator for setting an airspace on the terrain layer and generating a plurality of vertices within the airspace; and a flow characteristic assigner for assigning a flow field to the plurality of vertices.

[0024] The above aerodynamic analysis unit may include: an analysis condition setter that sets a plurality of flight conditions and a plurality of mission shapes as analysis conditions; a first analyzer that receives a plurality of shape information for a virtual aircraft from the aircraft generation unit and performs aerodynamic analysis on the plurality of shape information according to the analysis conditions; a selector that selects shape information to perform a secondary analysis among the plurality of shape information using the results of the aerodynamic analysis derived from the first analyzer; and a second analyzer that performs aerodynamic analysis using the shape information selected by the selector and the virtual centroid. Effects of the invention

[0025] According to an embodiment of the present invention, a virtual aircraft can be generated to analyze the aerodynamics of urban air mobility, and the aerodynamics of the virtual aircraft can be analyzed. Additionally, a virtual city can be generated to analyze the aerodynamics of urban air mobility, and the aerodynamics of the virtual aircraft can be analyzed in the virtual city by utilizing the results of a preceding aerodynamic analysis process. Accordingly, an aircraft for urban air mobility can be designed simply and quickly. Furthermore, the aircraft can be evaluated quickly and accurately. From this, unlike conventional design methods, flight feasibility can be evaluated within a digital twin, and a relatively mature aircraft design proposal can be obtained quickly. Brief explanation of the drawing

[0026] FIG. 1 is a block diagram of a digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention. FIG. 2 is a flowchart of a digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention. Specific details for implementing the invention

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The embodiments of the present invention are provided merely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. To illustrate the embodiments of the present invention, the drawings may be exaggerated, and like reference numerals in the drawings refer to like elements.

[0028] The present invention relates to a digital twin-based urban air mobility aerodynamic analysis method and apparatus. Below, embodiments of the present invention are described in detail by exemplifying cases in which the digital twin-based urban air mobility aerodynamic analysis method is applied to designing and evaluating an aircraft for urban air mobility having multiple rotors for operation in an urban area.

[0029] However, the digital twin-based urban air mobility aerodynamic analysis method and apparatus according to an embodiment of the present invention may be similarly or identically applied to designing and evaluating other types of mobility. For example, the digital twin-based urban air mobility aerodynamic analysis method and apparatus according to an embodiment of the present invention may be applied to designing and evaluating aircraft for all types of urban air mobility, not just rotor-type urban air mobility, and may also be applied to designing and evaluating aircraft for air mobility intended for operation in the outskirts of the city, between cities, or in ports or seas adjacent to the city.

[0030] In the following description of embodiments of the present invention, the term "urban air mobility" is used to refer to a means of transportation capable of transporting people, cargo, etc., in the airspace above an urban area. For example, urban air mobility may include a Personal Air Vehicle (PAV). More specifically, urban air mobility may include an electric vertical take-off and landing (e-VTOL) type personal air vehicle.

[0032] First, before describing the digital twin-based urban air mobility aerodynamic analysis method and apparatus according to an embodiment of the present invention, urban air mobility will be described.

[0033] Urban air mobility according to an embodiment of the present invention may include a personal aircraft. Such urban air mobility may fly across the airspace above an urban area. Additionally, urban air mobility may take off and land vertically at vertical take-off and landing sites provided on the ground or on buildings at various locations, such as inside or outside the urban area.

[0034] Urban air mobility can be broadly classified into airframe, engine, and equipment sections. Among these, the airframe may include the fuselage, wings, tail wings, multiple rotors, landing gear, etc. Of course, the configuration of the airframe can vary.

[0035] Urban air mobility can have an even number of rotors. More specifically, urban air mobility can have four rotors. Of course, the number of rotors can vary. Additionally, the number and arrangement of wings and the arrangement of rotors on them can be determined according to the concept of each urban air mobility. For example, urban air mobility can have two pairs of wings. The two pairs of wings may include left and right forward wings and left and right rear wings. Two rotors may be placed on both sides of the left and right forward wings, and two rotors may be placed on both sides of the left and right rear wings.

[0036] The engine section may include gas turbines, electric motors, batteries, etc. Of course, the configuration of the engine section can vary. The equipment section may include various system equipment such as power systems, sensor systems, control systems, instrument systems, hydraulic systems, display systems, air conditioning systems, and flight control systems. Of course, the configuration of the equipment section can vary.

[0037] Urban air mobility can use various flight modes to fly smoothly over urban areas. Flight modes may include, for example, hovering mode, transition mode, and high-speed flight mode. Of course, there may be various other flight modes as well. Meanwhile, in hovering mode, urban air mobility can be operated similarly to a rotary-wing aircraft, and in high-speed flight mode, urban air mobility can be operated similarly to a propeller aircraft. Meanwhile, in hovering mode and transition mode, urban air mobility can fly at low speed. At this time, low speed may be a predetermined speed that is lower than 250 km / h and enables urban air mobility to fly.

[0039] Before describing the digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention, a digital twin-based urban air mobility aerodynamic analysis device is described.

[0040] The digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention is intended to perform aerodynamic analysis in a digital twin environment that simulates the urban altitude at which actual urban air mobility is operated and the urban environment at that altitude.

[0041] FIG. 1 is a block diagram exemplarily showing a digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention.

[0042] Referring to FIG. 1, a digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention includes an aircraft generation unit (100) that generates a virtual aircraft for analyzing the aerodynamics of urban air mobility, a digital twin unit (200) that generates a virtual city for analyzing the aerodynamics of urban air mobility, and an aerodynamic analysis unit (300) that performs a primary analysis of the aerodynamics for the virtual aircraft and performs a secondary analysis of the aerodynamics for the virtual aircraft in the virtual city using the result.

[0043] A digital twin can refer to a virtual model created to implement a target object (object, environment, space, etc.) in a computer system that is identical or similar to reality.

[0044] The aircraft generation unit (100) plays the role of generating a virtual aircraft for analyzing the aerodynamics of urban air mobility. At this time, the virtual aircraft may be a digital twin of urban air mobility. The aircraft generation unit (100) may be mounted on a predetermined computing device and may generate a virtual aircraft for analyzing the aerodynamics of urban air mobility by operating the computing device. Additionally, the aircraft generation unit (100) may include a shape simulator (110), a selector (120), and a numeric input device (130).

[0045] The shape simulator (110) can simulate the shape of the urban air mobility. From this, the shape simulator (110) can generate a virtual aircraft. Here, the shape simulator (110) may include a fuselage shape setting means, a wing shape setting means, a rotor shape setting means, a center of gravity setting means, and an additional weight setting means. Of course, the configuration of the shape simulator (110) may vary. The shape of the urban air mobility (also referred to as the shape of a virtual aircraft) may include a fuselage shape, a wing shape, a rotor shape, and a center of gravity. Additionally, the shape of the urban air mobility may further include a range of the center of gravity and additional weight. Of course, the shape of the urban air mobility may vary. Furthermore, these shapes may be simplified to be suitable for aerodynamic analysis, and each shape may have a detailed shape. Also, the simulated shape may be a three-dimensional shape and may not have actual numerical values. That is, the modeling elements forming the simulated shape of the urban air mobility can be interconnected by reference parameters (reference distance, reference position, reference angle, etc.) given in advance while in a state of mutual dependence (connection, vertical, parallel, etc.) according to predetermined constraints. Here, the reference parameters are arbitrarily determined and given to the shape simulator (110) for rapid shape simulation, and may differ from the numerical values ​​of the urban air mobility intended for actual design and evaluation. That is, the elements modeled by the shape simulator (110) may not have specific numerical values ​​for the urban air mobility intended for actual operation. Meanwhile, the aforementioned modeling elements may be shaped into each part of the urban air mobility.

[0046] The selector (120) can select multiple shape items from the shape simulated by the shape simulator (110). The names of the selected shape items can be entered into the shape simulator (110). For example, the selector (120) can select a fuselage shape, wing shape, rotor shape, center of gravity, range of the center of gravity, and additional weight as multiple shape items. The shape items selected by the selector (120) are intended for aerodynamic analysis and can be varied or added depending on the method of aerodynamic analysis.

[0047] The numeric input device (130) can input numeric values ​​for shape items selected by the selector (120) into the shape simulator (110). The method of inputting numeric values ​​by the numeric input device (130) can vary. For example, the numeric input device (130) can input maximum values, minimum values, and displacement values ​​for each shape item. Thus, multiple numeric values ​​can be input for each item according to the displacement value within the range of maximum and minimum values. Of course, the numeric input device (130) can also input a fixed numeric value for each shape item. By updating the parameters with the numeric values ​​input therefrom, multiple virtual aircraft or a single virtual aircraft can be generated in the shape simulator (110). Of course, shape items for which numeric values ​​are not input in the modeled virtual aircraft (i.e., shape items not selected by the selector (120)) can maintain the given reference parameters or be automatically modified using a predetermined function to suit the input numeric values. At this time, the reference parameters of shape items not selected by a predetermined function may be modified within a range that does not exceed the predetermined constraints imposed on the virtual aircraft. Meanwhile, by inputting numerical values ​​for shape items to the shape simulator (110) through the numerical input device (130), the size and detailed shape of the urban air mobility for aerodynamic analysis may be determined.

[0048] Meanwhile, the detailed configurations of the aircraft generation unit (100) for generating a virtual aircraft by simulating the shape of urban air mobility and their operation methods may vary in addition to those described above.

[0049] The digital twin unit (200) serves to generate a virtual city for analyzing the aerodynamics of urban air mobility. At this time, the virtual city may be a digital twin of a city where urban air mobility is to be operated, designed by a digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention. The digital twin unit (200) may be mounted on a predetermined computing device and may generate a virtual city for analyzing the aerodynamics of urban air mobility by the operation of the computing device. Additionally, the digital twin unit (200) may include a data acquirer (210), a terrain generator (220), an airspace generator (230), and a flow characteristic assigner (240).

[0050] The data acquirer (210) can acquire urban environment data of the city where urban air mobility is to be operated. Here, the urban environment data may include three-dimensional spatial information of the city. In addition, the method by which the data acquirer (210) acquires urban environment data may vary. For example, the data acquirer (210) may access a national geographic information database on a server operated by a national agency, a university research institute, or a company, and receive urban environment data. In addition, the data acquirer (210) may include a drone, satellite, aircraft, etc. equipped with sensors, and a data processor capable of processing raw data, and can use these to closely scan topographic features of the city and generate urban environment data therefrom. Here, the national agency, university research institute, company, etc., and the drone, satellite, aircraft, etc. are examples for explaining the embodiment and are not intended to limit the operation method of the data acquirer (210). The urban environment data acquired by the data acquirer (210) may be input into the terrain generator (220).

[0051] The terrain generator (220) can generate a terrain layer that simulates the terrain of the city based on urban environment data acquired by the data acquirer (210). The method by which the terrain generator (220) generates the terrain layer can be varied. For example, a terrain layer simulating the terrain of the city can be generated by utilizing a 3D mesh and texture, a 3D grid, a Digital Elevation Model, a Digital Surface Model, a Digital Terrain Model, etc. Of course, the 3D mesh and texture, a 3D grid, a Digital Elevation Model, a Digital Surface Model, a Digital Terrain Model, etc. are examples for explaining the embodiment and are not intended to limit the operation method of the terrain generator (220).

[0052] The airspace generator (230) can set up an airspace on a terrain layer and generate multiple vertices within the airspace. The airspace may be an aerial area for various activities such as flight, takeoff, and landing of urban air mobility. Multiple airspaces may be set up. Additionally, multiple airspaces may be combined to form a flight zone. The size and shape of the airspace set up on the terrain layer by the airspace generator (230) may vary, and the size and shape of at least one airspace may differ from the size and shape of at least one other airspace. Furthermore, the airspace generator (230) can generate one or more vertices within each airspace. At this time, one or more vertices may be generated for each airspace, or one or more vertices may be generated for some selected airspaces among the multiple airspaces. At this time, one or more vertices within the airspace may be generated by utilizing a spatial grid. Of course, the method of generating vertices within the airspace may vary. Meanwhile, an airspace in which one or more vertices are formed may be referred to as a fluid space or an analysis space. A terrain layer in which multiple airspaces are set in the airspace generator (230) can be input to the flow characteristic assigner (240).

[0053] The flow characteristic assigner (240) can assign a flow field to multiple vertices. Accordingly, the atmospheric conditions of the city can be simulated similarly or identically within multiple airspaces set on the terrain layer. From this, a digital twin of the city can be generated. The generated digital twin may reflect the terrain information of the city and the weather environment information above the city.

[0054] The aerodynamic analysis unit (300) can receive virtual aircraft data from the aircraft generation unit (100) and perform a first aerodynamic analysis on the virtual aircraft. Additionally, the aerodynamic analysis unit (300) can receive virtual city data from the digital twin unit (200) and perform a second aerodynamic analysis on the virtual aircraft in the virtual city using the results of the first aerodynamic analysis on the virtual aircraft. The aerodynamic analysis unit (300) may be mounted on a predetermined computing device and can perform first and second aerodynamic analyses by operating the computing device. To this end, the aerodynamic analysis unit (300) may include an analysis condition setter (310), a first analyzer (320), a selector (330), and a second analyzer (340). Of course, the configuration of the aerodynamic analysis unit (300) may vary, not limited thereto.

[0055] The analysis condition setter (310) can set multiple flight conditions and multiple mission configurations as analysis conditions. Flight conditions may include vertical flight conditions, transition flight conditions, and horizontal flight conditions. Of course, flight conditions may vary. A mission configuration is a set of defined operational stages of the urban air mobility, flight distances for each stage, and missions for each stage. In other words, a mission configuration is a type of sequence that sets the flight order to control the flight of the urban air mobility. For instance, the urban air mobility can operate according to various assigned mission configurations from the point when it first starts moving for the purpose of takeoff until the flight ends and it finally comes to a stop. Known methods already established in the field of aircraft systems may be applied as a method for setting flight conditions and mission configurations, and a detailed explanation thereof is omitted. Of course, flight conditions and mission configurations can be determined by reflecting the characteristics of the urban air mobility based on known methods.

[0056] The first analyzer (320) receives multiple shape information for a virtual aircraft from the aircraft generation unit (100) and can perform aerodynamic analysis on the multiple shape information according to analysis conditions. At this time, a predetermined analysis space for performing aerodynamic analysis is formed, and the analysis space is set as a condition for the aircraft to fly according to the analysis conditions, and aerodynamic analysis can be performed by utilizing various analysis techniques, such as computational fluid dynamics. The analysis techniques are known technologies, so a detailed description is omitted. Meanwhile, the first analyzer (320) can perform overall aerodynamic analysis of the virtual aircraft, and also perform aerodynamic analysis for specific parts of the virtual aircraft, such as the airframe and rotor parts. The analysis space formed by the first analyzer (320) may be a space without internal structures, and may be a space that is tens of times larger than the size of the virtual aircraft in all directions (front, back, left, right, up, and down). Meanwhile, during the first aerodynamic analysis, values ​​such as lift-to-drag ratio, required thrust, and required power for the virtual aircraft under each condition can be obtained.

[0057] The selector (330) can select shape information to perform a second analysis among a plurality of shape information using the results of aerodynamic analysis derived from the first analyzer (320). That is, it can check whether the aerodynamic analysis results satisfy a set requirement, and based on the result, select a virtual aircraft having aerodynamic analysis results that satisfy the requirement and input it to the second analyzer (340). Meanwhile, if there is no virtual aircraft having aerodynamic analysis results that satisfy the requirement among the virtual aircraft input from the aircraft generation unit (100), the selector (330) can request the aircraft generation unit (100) to create a new virtual aircraft, and in accordance with the request, the aircraft generation unit (100) can adjust numerical input to create virtual aircraft different from those previously input and input them to the first analyzer (320). Additionally, the selector (330) can reactivate the first analyzer (320) to receive the results of an aerodynamic analysis for a new virtual aircraft from the first analyzer (320), and can repeat the process of selecting shape information to perform a second analysis among a plurality of shape information using the received new aerodynamic analysis results. Meanwhile, the selector (330) can analyze the results of the first aerodynamic analysis received from the first analyzer (320) and delete virtual aircraft from which an aerodynamic analysis result is derived that is determined to be impossible to fly.

[0058] The second analyzer (340) can perform aerodynamic analysis using shape information data for a virtual aircraft selected from the selector and virtual urban data received from the digital twin unit (200). That is, the second analyzer (340) can perform aerodynamic analysis on a virtual aircraft using a digital twin that simulates the environment in which urban air mobility is actually operated as the analysis space, and can obtain lift-to-drag ratio values, required thrust values, required power values, etc. for the virtual aircraft. In addition, the second analyzer (340) can delete virtual aircraft for which an aerodynamic analysis result is derived that it is determined that flight is impossible by analyzing the results of the second aerodynamic analysis. It can also output virtual aircraft that are not deleted, that is, virtual aircraft for which an aerodynamic analysis result is derived that it is determined that flight is possible, and can visualize and display them.

[0059] According to the above, the digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention can derive a design proposal suitable for urban air mobility by designing a virtual aircraft and repeatedly performing urban environment mission analysis and design improvement for the designed virtual aircraft.

[0060] Meanwhile, to avoid duplication of explanation, the specific operation of the aircraft generation unit (100), the digital twin unit (200), and the aerodynamic analysis unit (300) will be described together with the digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention described below. Additionally, while describing the digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention below, any descriptions that overlap with the previously mentioned content regarding the digital twin-based urban air mobility aerodynamic analysis device will be omitted.

[0061] Meanwhile, the digital twin-based urban air mobility aerodynamic analysis method according to the embodiment of the present invention described below can derive a relatively mature aircraft design proposal compared to conventional methods by performing mission analysis and flight feasibility evaluation within the digital twin, even though it applies a low-fidelity aerodynamic analysis technique suitable for analyzing multiple shape parameters.

[0062] That is, the digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention is an invention that constructs an actual urban environment based on digital twin technology, conceptualizes a flight environment according to low altitude and urban location as if it were real, and performs aerodynamic design of urban air mobility within a digital twin-based environment simulated as if it were a real environment.

[0064] FIG. 2 is a flowchart of a digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention.

[0065] Referring to FIG. 2, a digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention includes a process of generating a virtual aircraft for analyzing the aerodynamics of urban air mobility (S110), a first aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft (S120), a process of generating a virtual city for analyzing the aerodynamics of urban air mobility (S140), and a second aerodynamic analysis process (S150) for analyzing the aerodynamics of the virtual aircraft in the virtual city using the results of the first aerodynamic analysis process.

[0066] In addition, the digital twin-based urban air mobility aerodynamic analysis method according to an embodiment of the present invention may further include a process (S130) for checking whether there is a virtual aircraft among the first aerodynamic analysis results that satisfies a set requirement after the first aerodynamic analysis process (S120).

[0067] At this time, the digital twin-based urban air mobility aerodynamic analysis method can be performed by the aforementioned digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention. Accordingly, the following describes an embodiment by exemplifying the digital twin-based urban air mobility aerodynamic analysis method being performed by the digital twin-based urban air mobility aerodynamic analysis device according to an embodiment of the present invention. However, the method is not limited thereto and the digital twin-based urban air mobility aerodynamic analysis method can be performed by an aerodynamic analysis device of various configurations. That is, the content described below can be applied similarly or identically even when the digital twin-based urban air mobility aerodynamic analysis method is performed by an aerodynamic analysis device of various configurations.

[0068] First, a virtual aircraft is created to analyze the aerodynamics of the urban air mobility (S110). To this end, the shape of the urban air mobility can be simulated in a shape simulator (110). Specifically, the fuselage shape, wing shape, and rotor shape of the urban air mobility can be set, the center of gravity can be set, the range of the center of gravity can be set, and additional weight and its point of application can be set. When setting the fuselage shape, the total length and height of the urban air mobility can be set. When setting the wing shape, the chord length, taper ratio, aspect ratio, and airfoil of each wing of the urban air mobility can be set. When setting the rotor shape, the number of rotors of the urban air mobility, the position of each rotor, the rotational speed of each rotor, and the detailed shape of each rotor can be set. The detailed shape of each rotor may include the rotor radius, the number of blades, the blade airfoil, the chord length, the twist angle, etc. When setting the center of gravity and the range of the center of gravity, they may be geometrically calculated from the aforementioned fuselage shape, wing shape, and rotor shape of the urban air mobility, or predetermined values ​​and locations may be input. Additionally, additional weight and its point of application can be set from information such as the location and weight of the battery and fuel of the urban air mobility, and the predetermined boarding location and weight for a predetermined number of passengers.

[0069] Additionally, multiple shape items can be selected from the simulated shape using the selector (120). At this time, the fuselage shape, wing shape, rotor shape, center of gravity, range of the center of gravity, and additional weight can be selected as multiple shape items. Of course, the types of items to be selected are not limited to this and may vary.

[0070] Additionally, numerical values ​​can be entered into selected shape items through the numerical input device (130). At this time, maximum values, minimum values, and displacement values ​​can be entered into each item. In this case, shape changes based on the maximum values, minimum values, and displacement values ​​entered into each item are automatically performed, and multiple virtual aircraft can be generated. Of course, it is also acceptable to generate virtual aircraft by entering predetermined values ​​into each item. Furthermore, the virtual aircraft generated therefrom can be provided to the aerodynamic analysis unit (300).

[0071] Next, a first aerodynamic analysis process is performed to analyze the aerodynamics for a virtual aircraft (S120). That is, analysis conditions are set, and shape information is received from the virtual aircraft, allowing for aerodynamic analysis of the shape information to be performed according to the analysis conditions. This can be performed through the analysis condition setter (310) and the first analyzer (320) of the aerodynamic analysis unit (300). For example, the analysis condition setter (310) can set multiple flight conditions and multiple mission shapes as analysis conditions. More specifically, the analysis condition setter (310) can set multiple flight conditions, including vertical flight conditions, transition flight conditions, and horizontal flight conditions, as the first analysis conditions. Additionally, multiple mission shapes can be set as the second analysis conditions. Here, mission shapes, flight range, flight time, etc., for each mission segment from takeoff to landing are set as the second analysis conditions, and accordingly, requirements can be set together when setting the analysis conditions. Specifically, when setting the second analysis condition, predetermined requirements for mission shape, range, flight time, etc., for each mission segment from takeoff to landing can be input together.

[0072] Additionally, the first analyzer (320) can sequentially receive data regarding the shape information of virtual aircraft from the aircraft generation unit (130) and perform aerodynamic analysis for each virtual aircraft. At this time, assuming an environment without surrounding structures, aerodynamic analysis can be performed on the entire aircraft for each virtual aircraft, and aerodynamic analysis can be performed on specific parts of the aircraft, such as the airframe and rotor parts. Furthermore, aerodynamic analysis can be performed for multiple flight conditions and multiple mission shapes. Then, the selector (330) can compare the results of the aerodynamic analysis with the requirements set according to multiple flight conditions and multiple mission shapes, and select shape information that satisfies the results of the aerodynamic analysis.

[0073] Additionally, it is checked whether there is a virtual aircraft among the first aerodynamic analysis results for which an analysis result satisfying a set requirement is derived (S130). To do this, the first aerodynamic analysis results are compared with a preset requirement, and results that are greater than or equal to the preset requirement are searched. Here, the requirement can be given for each item of aerodynamic analysis, and thus, first aerodynamic analysis results satisfying the requirements of all items of aerodynamic analysis can be searched and selected. Accordingly, if it is confirmed that no first aerodynamic analysis results satisfying the requirements of all items of aerodynamic analysis are found (No), it is determined that there is no virtual aircraft for which an analysis result satisfying the preset requirement is derived, and the process of creating a virtual aircraft can be returned (S110). Accordingly, the first aerodynamic analysis process for analyzing the aerodynamics of the virtual aircraft (S120) and the process of checking whether there is a virtual aircraft among the first aerodynamic analysis results for which an analysis result satisfying the preset requirement is derived (S130) can be repeated in sequence.

[0074] Conversely, if it is confirmed that a first aerodynamic analysis result satisfying the requirements of all aerodynamic analysis items is found (e.g.), a process for generating a center for aerodynamic analysis (S140) can be performed. Before that, the virtual aircraft data from which the found first aerodynamic analysis result was derived—that is, the virtual aircraft data selected by the selector (330)—can be transmitted to the second analyzer (340). In other words, through the selector (330), the aerodynamic analysis data can be output to provide results, and virtual aircraft designed with shapes that do not satisfy the requirements can be selected and removed. In this way, based on the aerodynamic performance, shapes to be applied to digital twin aerodynamic analysis can be selected and visualized according to the judgment of the selector (330).

[0075] Next, a virtual city is created to analyze the aerodynamics of the urban air mobility (S140). To this end, urban environment data of the city where the urban air mobility is to be operated can be obtained, a terrain layer simulating the topography of the city can be created based on the obtained urban environment data, an airspace can be set on the terrain layer, multiple vertices can be created within the airspace, and a flow field can be applied to the multiple vertices. That is, this process may be a process in which aerodynamic analysis is performed in the first analyzer (320), and a virtual aircraft selected by the selector (330) from the result is subjected to aerodynamic analysis in a digital twin environment that simulates the actual operating environment. The virtual city created in this process simulates the actual urban environment for aerodynamic analysis of the urban air mobility, and reflects characteristics such as a flow field that can act on the virtual aircraft according to flight condition characteristics based on altitude and location within the digital twin city.

[0076] Next, using the results of the first aerodynamic analysis process, a second aerodynamic analysis process is performed to analyze the aerodynamics of a virtual aircraft in a virtual city (S150). That is, through the second analyzer (340), an aerodynamic analysis of the virtual aircraft selected in the first aerodynamic analysis process can be performed in a virtual city.

[0077] In addition, result data of the aerodynamic analysis can be output and provided to the user, and at the same time, virtual aircraft whose aerodynamic analysis results do not meet requirements can be selected and removed in the digital twin environment. For example, shapes that are determined to be unable to fly within the digital twin due to insufficient wind resistance, excessive airframe size, etc., through aerodynamic analysis in the digital twin can be deleted.

[0078] In addition, based on the results of the aerodynamic analysis, data for a virtual aircraft to be used as a design for urban air mobility can be selected and visualized to the user. At this time, the results of the aerodynamic analysis are also output, and the output results may include information such as aerodynamic performance such as lift-to-drag ratio, required thrust, and required power during flight, as well as information such as operating distance and altitude. In this way, the aerodynamic analysis result data calculated through the second analyzer (340) can be output and provided together with the data of the virtual aircraft.

[0080] As described above, according to an embodiment of the present invention, a virtual aircraft for aerodynamic analysis can be generated by considering all the shapes of urban air mobility, such as rotors, lift cruisers, wings, and airframes. At this time, the shapes of the fuselage, wings, and rotors are set for the design of the aircraft, and the weight of each component can be set for the selection of the aerodynamic center and stability analysis. Additionally, one or more flight conditions can be input, and flow conditions configured through a digital twin can be input. Subsequently, aerodynamic analysis can be performed. That is, aerodynamic analysis can be performed on the generated virtual aircraft by considering flight conditions, mission shapes, and urban environments. In other words, after the design of the shape conditions of the virtual aircraft is completed, a digital twin configuration for the set urban area and mission analysis in that urban area can be performed. At this time, unlike the conventional method (analysis method for limited flight conditions without surrounding structures), an urban environment with multiple buildings can be considered in the embodiment of the present invention. By performing aerodynamic analysis therefrom, the feasibility of the design can be determined based on whether mission analysis satisfying the given constraints is possible. In addition, information on all virtual aircraft determined to be flyable is stored separately, and subsequently, based on the user's judgment or through the second interpreter (340), the shape of a virtual aircraft that satisfies maximum aerodynamic performance, maximum flight time, etc., among the virtual aircraft selected as flyable in the digital twin can be selected.

[0081] In summary, as described above, the embodiment of the present invention enables the design of the entire airframe of an urban air mobility system, aerodynamic analysis of the actual environment simulated in the digital twin, and the implementation of functions for deriving the optimal shape and visualization. That is, the embodiment of the present invention allows for the design of an aircraft to be used as urban air mobility, the simulation of an urban environment based on digital twin technology, and the performance of mission analysis and aerodynamic performance evaluation in the urban environment. At this time, by applying constraints to the results of the mission analysis, an aircraft satisfying minimum design requirements can be selected, and a suitable aircraft can be selected based on that judgment. Therefore, even though a low-fidelity aerodynamic analysis technique is applied to be suitable for analyzing multiple shape parameters, mission analysis and flight feasibility evaluation within the digital twin can be performed, and a relatively mature aircraft design proposal can be derived. Furthermore, by applying a simplified aircraft shape setting and a low-fidelity aerodynamic analysis technique, it is possible to obtain the influence of each shape parameter and rapidly evaluate the designed aircraft.

[0083] The above embodiments of the present invention are for the purpose of illustrating the present invention and are not intended to limit the present invention. It should be noted that the configurations and methods disclosed in the above embodiments of the present invention may be combined or intersected in various forms and modified, and that such modified examples may also be considered within the scope of the present invention. That is, the present invention will be implemented in various different forms within the scope of the claims and equivalent technical concepts, and those skilled in the art to which the present invention pertains will understand that various embodiments are possible within the scope of the technical concept of the present invention. Explanation of the symbols

[0084] 100: Aircraft Generation Unit 200: Aerodynamic Analysis Unit 300: Digital Twin

Claims

Claim 1 A process of generating a virtual aircraft for analyzing the aerodynamics of urban air mobility using an aircraft generation unit of a digital twin-based urban air mobility aerodynamic analysis device; a first aerodynamic analysis process of analyzing the aerodynamics of the virtual aircraft using an aerodynamic analysis unit of the digital twin-based urban air mobility aerodynamic analysis device; a process of generating a virtual urban area for analyzing the aerodynamics of urban air mobility using a digital twin unit of the digital twin-based urban air mobility aerodynamic analysis device; A digital twin-based urban air mobility aerodynamic analysis method comprising: a second aerodynamic analysis process for analyzing aerodynamics for a virtual aircraft in a virtual urban area using the aerodynamic analysis unit and the results of the first aerodynamic analysis process; wherein the process of generating the virtual aircraft includes a process of automatically determining the size and detailed shape of the urban air mobility for aerodynamic analysis by automatically modifying reference parameters of shape items not selected by a predetermined function within a range that does not deviate from predetermined constraints assigned to the virtual aircraft; and wherein the shape items are for the virtual aircraft. Claim 2 A digital twin-based urban air mobility aerodynamic analysis method according to claim 1, wherein the process of generating the virtual aircraft comprises: a process of simulating the shape of the urban air mobility; a process of selecting a plurality of shape items from the simulated shape; and a process of inputting numerical values ​​into the selected shape items. Claim 3 A digital twin-based urban air mobility aerodynamic analysis method according to claim 2, wherein the process of selecting the plurality of shape items includes the process of selecting a fuselage shape, wing shape, rotor shape, center of gravity, range of the center of gravity, and additional weight as the plurality of shape items; and the process of inputting numerical values ​​includes the process of inputting a maximum value, a minimum value, and a displacement value to each item. Claim 4 A digital twin-based urban air mobility aerodynamic analysis method according to claim 1, wherein the first aerodynamic analysis process comprises: a process of setting analysis conditions; a process of receiving shape information from the virtual aircraft; and a process of performing aerodynamic analysis on the shape information according to the analysis conditions. Claim 5 A digital twin-based urban air mobility aerodynamic analysis method according to claim 4, wherein the process of setting the analysis conditions comprises the process of setting a plurality of flight conditions and a plurality of mission shapes as the analysis conditions. Claim 6 A digital twin-based urban air mobility aerodynamic analysis method according to claim 5, wherein the process of performing aerodynamic analysis on the shape information comprises: a process of performing aerodynamic analysis for each of the plurality of flight conditions and the plurality of mission shapes; and a process of comparing the result of the aerodynamic analysis with the requirement set according to the plurality of flight conditions and the plurality of mission shapes, and selecting shape information that satisfies the result of the aerodynamic analysis. Claim 7 A digital twin-based urban air mobility aerodynamic analysis method according to claim 1, wherein the process of generating the virtual city comprises: a process of acquiring urban environment data of the city to be operated with the urban air mobility; a process of generating a terrain layer simulating the terrain of the city based on the acquired urban environment data; a process of setting an airspace on the terrain layer; a process of generating a plurality of vertices within the airspace; and a process of applying a flow field to the plurality of vertices. Claim 8 A digital twin-based urban air mobility aerodynamic analysis method comprising, in any one of claims 1 to 7, a second aerodynamic analysis process, wherein for a virtual aircraft selected in the first aerodynamic analysis process, a process of performing aerodynamic analysis for the virtual aircraft in the virtual urban area. Claim 9 A digital twin-based urban air mobility aerodynamic analysis device comprising: a flying vehicle generation unit for generating a virtual flying vehicle for analyzing the aerodynamics of urban air mobility; a digital twin unit for generating a virtual city for analyzing the aerodynamics of urban air mobility; and an aerodynamic analysis unit for performing a primary analysis of the aerodynamics for the virtual flying vehicle and a secondary analysis of the aerodynamics for the virtual flying vehicle in the virtual city using the results; wherein the flying vehicle generation unit can automatically determine the size and detailed shape of the urban air mobility for aerodynamic analysis by automatically modifying reference parameters of shape items not selected by a predetermined function within a range that does not deviate from predetermined constraints assigned to the virtual flying vehicle so as to generate the virtual flying vehicle, and wherein the shape items are for the virtual flying vehicle. Claim 10 A digital twin-based urban air mobility aerodynamic analysis device according to claim 9, wherein the aircraft generation unit comprises: a shape simulator that simulates the shape of the urban air mobility; a selector that selects a plurality of shape items from the simulated shape; and a numeric input unit that inputs numeric values ​​into the selected shape items. Claim 11 In claim 9, the digital twin unit comprises: a data acquirer for acquiring urban environment data of an urban city to operate the urban air mobility; a terrain generator for generating a terrain layer simulating the terrain of the city based on the acquired urban environment data; an airspace generator for setting an airspace on the terrain layer and generating a plurality of vertices within the airspace; and a flow characteristic assigner for assigning a flow field to the plurality of vertices; a digital twin-based urban air mobility aerodynamic analysis device. Claim 12 A digital twin-based urban air mobility aerodynamic analysis device according to claim 9, wherein the aerodynamic analysis unit comprises: an analysis condition setter that sets a plurality of flight conditions and a plurality of mission shapes as analysis conditions; a first analyzer that receives a plurality of shape information for a virtual aircraft from the aircraft generation unit and performs aerodynamic analysis on the plurality of shape information according to the analysis conditions; a selector that selects shape information to perform a secondary analysis among the plurality of shape information using the result of aerodynamic analysis derived from the first analyzer; and a second analyzer that performs aerodynamic analysis using the shape information selected by the selector and the virtual urban center.

Images