CN109969425B - Optimization method for two-side propulsion propeller of composite thrust configuration helicopter - Google Patents

Optimization method for two-side propulsion propeller of composite thrust configuration helicopter Download PDF

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CN109969425B
CN109969425B CN201910251284.4A CN201910251284A CN109969425B CN 109969425 B CN109969425 B CN 109969425B CN 201910251284 A CN201910251284 A CN 201910251284A CN 109969425 B CN109969425 B CN 109969425B
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helicopter
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CN109969425A (en
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刘晓昕
林李李
李建波
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/46—Arrangements of, or constructional features peculiar to, multiple propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

The invention discloses a method for optimizing two-side propulsion propellers of a composite thrust configuration helicopter, which comprises the following steps: inputting preset propeller geometric parameters, establishing aerodynamic force models of propellers on two sides, respectively calculating power requirements of the propellers in a hovering state, a cruising state and a maximum speed forward flight state by introducing a pointer algorithm, then searching parameter points meeting two constraint conditions by changing the geometric parameters in a reasonable range, and outputting the geometric parameters when the power is minimum in the searched points after the preset calculation steps are completed. The method and the system provided by the invention can conveniently solve the problem that the working efficiency of the propulsion propellers on the two sides of the composite thrust configuration helicopter is low in different flight states, thereby further improving the flight performance of the helicopter.

Description

Optimization method for two-side propulsion propeller of composite thrust configuration helicopter
Technical Field
The invention relates to the field of helicopters, in particular to a method for optimizing two-side propulsion propellers of a composite thrust configuration helicopter.
Background
A rotor/wing composite thrust configuration helicopter, such as that shown in figure 1.
When the aircraft vertically takes off and lands and hovers for moving flight, the rotor wing is driven by the engine to serve as a main lifting surface and an attitude control surface, when the aircraft flies in forward flight, the wings gradually generate lifting force along with the increase of the flying speed to unload the rotor wing, the total distance of the rotor wing and the attack angle of a paddle disk are reduced simultaneously, and when the aircraft reaches a certain speed, the rotating speed of the rotor wing is reduced until the rotating speed reaches a set value in a high-speed forward flight mode.
It has two sets of lift systems of rotor and fixed wing and corresponding operating mechanism. In the vertical take-off and landing, hovering and low-speed flight states, the transverse and longitudinal cyclic pitch control is performed through the total pitch. In high speed flight conditions, the rudder and propeller are pitched by the ailerons. Therefore, the helicopter not only plays the good aerodynamic characteristics of the helicopter in vertical take-off and landing, hovering and low speed, but also has the characteristic of high lift-drag ratio of the fixed-wing aircraft in a high-speed state.
The function of the helicopter propeller in the configuration is to provide forward tension of the helicopter, balance the reaction torque of the main rotor and control the directional movement by differential operation.
Through longitudinal channel balancing research, it is found that in hovering and low-speed stages, the tension of the propeller on one side is a negative value, the tension of the propeller on the other side is a positive value, and with the increase of forward flight speed, the tension of the propeller on the two sides is a positive value, but the propeller with the initial tension being a negative value has low efficiency due to large tension variation range and is designed by conventional experience, the efficiency in a high-speed forward flight state is basically maintained at about 40%, and a single propeller needs too much power.
The propeller has the characteristics that the variation range of generated tension is large, and the requirements of tension under different working conditions are met simultaneously, so that the propeller needs to be subjected to pneumatic optimization design.
Disclosure of Invention
The invention aims to provide a method and a system capable of solving the problem of low working efficiency of two-side propulsion propellers of a composite thrust configuration helicopter so as to improve the working efficiency of the two-side propulsion propellers of the configuration helicopter and further improve the flight performance of the configuration helicopter.
In order to achieve the purpose, the invention provides the following scheme:
a method of optimizing geometric parameters of bilateral propulsion propellers for a compound thrust configuration helicopter, the method comprising:
acquiring relevant geometric parameters and working parameters of propulsion propellers on two sides of a composite thrust configuration helicopter;
establishing a propeller pneumatic design optimization model, wherein the model comprises the following steps:
201) and determining optimization variables in the optimization model, wherein the optimization variables of the propeller pneumatic design comprise rotating speed, pitch, solidity and tip-root ratio.
202) Determining an optimization target in the optimization model, wherein the optimization target is as follows: the propeller has the highest working efficiency.
When the method is designed, the maximum working efficiency of the three-point propeller under the hovering state, the cruising speed and the maximum forward flying speed is taken as a target function, and a weight coefficient is distributed to each state point. Wherein, the hovering state is 0.3, the cruising speed state is 0.5, and the maximum forward flying speed state is 0.2.
203) Two constraint conditions are set in the model, one constraint condition is a tension demand condition, and propellers on two sides of the machine body need to meet respective requirements of forward tension. The second condition is the requirement of the counter torque, and the resultant moment generated by the propeller needs to meet the requirement of the counter torque of the rotor wing.
The optimization method comprises the following steps:
301) determining geometrical parameters of the propeller;
the method for determining the diameter of the propeller comprises the following steps:
Figure GDA0003624728950000021
wherein, MaR,kRepresenting the critical value of Mach number of the blade tip, V representing the forward flying speed, nsIndicating propeller rotational speed.
The diameter of the propeller is obtained by setting the Mach number of the propeller tip.
The number of propeller blades is determined by the desired aerodynamic characteristics, efficiency and solidity.
Blade airfoils require that the airfoils have high lift-drag ratios and stable aerodynamic forces over as large a range of velocities and angles of attack as possible.
The plane shape of the blade is a rectangular or fan-shaped blade for a high-speed propeller driven by a high-power engine according to the characteristics of air flow so as to better absorb the power of the engine.
The pitch of the propeller is calculated and given out based on the balance of forces in the actual model. The pitch settings of the two propellers should be different, taking into account the sum of the tensions of the two propellers, providing a forward tension, the difference between the tensions of the two propellers, the resulting moment balancing the rotor counter-torque. In hovering and low-speed stage, the pulling force of one side screw is the negative value, and the opposite side is the positive value, and along with the increase of preceding flying speed, both sides screw pulling force is the positive value.
The preliminary given propeller geometry is shown in table 1:
TABLE 1
Item Numerical value
Diameter (m) 2.0
Rotational speed (rpm) 2200
Wing profile Clark Y
Number of blades 4-6
Mounting angle (Total distance) Variable
Right side propeller pitch (inch) 60
Left side propeller pitch (inch) 20
Solidity of blade 0.191
Root and tip ratio 1
Chord length b (m) 0.1
302) Establishing a propeller aerodynamic model:
modeling the aerodynamic force of the propeller: the rotor is dextrorotation, and hover state left side screw provides positive pulling force, and the right side screw provides negative pulling force in order to balance the reaction torque. The propeller aerodynamic force calculation adopts a momentum-phylline combination theory. The pitch of the right and left propellers at this time is determined from the determined forward pulling force of the propellers, and the torques of the two propellers are determined from the pitch.
303) By introducing the pointer algorithm, calculations are made for 304) the power demand of the hovering state propeller, 305) the power demand of the cruise state propeller and 306) the power demand of the propeller at maximum flying speed.
304) And under the hovering state, the required power of the propellers is obtained by calculating the reactive torque of the rotor wing to obtain the pulling force of each propeller, and the corresponding torque of each propeller is obtained by calculating to obtain the corresponding power of each propeller.
P＝M·ω (2)
Where M represents the torque of the propeller and ω represents the propeller angular velocity.
305) 306) calculating the reaction torque of the rotor and the tension of each propeller of the full-aircraft resistance in the forward flight state, calculating the corresponding torque of each propeller, and calculating the corresponding power of each propeller.
307) Every time the calculation is performed by 303), judging whether the preset step number is reached;
if the preset step number is not reached, executing 308), firstly judging whether the calculation result of the propeller tension of 304) -306) meets the constraint requirements of 202) -203);
if not, executing 309) and modifying the geometrical parameters of the propeller, and returning to 301) to recalculate;
if yes, executing 310), collecting the parameter point, executing 309), modifying the geometrical parameters of the propeller, returning to 301), and recalculating;
if the preset number of steps is reached, 311) is executed, and a parameter point corresponding to the minimum power requirement of the propeller is searched in all the collection points;
312) outputting the geometrical parameter points of the propeller and finishing the operation;
according to the specific embodiment provided by the invention, the invention discloses the following technical effects:
by applying the invention, the problem of low working efficiency of the two-side thrust propellers of the composite thrust configuration helicopter in different flight states can be solved quickly and conveniently, and the applicable configuration range comprises but is not limited to the configuration shown in figure 1. Aiming at the characteristics that the range of the tension generated by the propeller with the configuration is large and the tension requirements under different working conditions are required to be met, the rotating speed, the pitch, the solidity and the tip-root ratio are used as optimization variables, Isight software is used for obtaining optimized parameters by taking the minimum required power generated by the work of the propeller as an optimization target, and the work efficiency of the optimized propeller is remarkably improved before being optimized.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a three-view illustration of a compound thrust configuration helicopter to which the present invention is applicable, but not limited;
FIG. 2 is a block diagram of an optimization system for the propulsion propellers on both sides of a helicopter with a compound thrust configuration according to the present invention;
FIG. 3 is a flow chart for optimizing the working conditions of the propulsion propellers on both sides of a helicopter with a composite thrust configuration according to the present invention
Comparing the obtained optimization results with the required power of the rotor and the propeller at different flight speeds;
4-5 show the optimization results obtained by the present invention, i.e. the working efficiency of the propellers on both sides at different flight speeds;
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order to make the aforementioned objects, features and advantages of the present invention more comprehensible, the present invention is described in detail with reference to the accompanying drawings and the detailed description thereof.
Fig. 2-3 illustrate systems and methods according to the present invention.
Acquiring relevant geometric parameters and working parameters of propulsion propellers on two sides of a composite thrust configuration helicopter;
201) establishing a propeller pneumatic design optimization model, wherein the model comprises the following steps:
202) and determining optimization variables in the optimization model, wherein the optimization variables of the propeller pneumatic design comprise rotating speed, pitch, solidity and tip-root ratio.
203) Determining an optimization target in the optimization model, wherein the optimization target is as follows: the propeller has the highest working efficiency.
In the design of the method, the maximum working efficiency of the three-point propeller under the hovering state, the cruising speed and the maximum forward flying speed is taken as an objective function, and a weight coefficient is distributed to each state point. Wherein, the hovering state is 0.3, the cruising speed state is 0.5, and the maximum forward flying speed state is 0.2.
204) Two constraint conditions are set in the model, one constraint condition is a tension demand condition, and propellers on two sides of the machine body need to meet respective requirements of forward tension. The second condition is the requirement of the reaction torque, and the resultant moment generated by the propeller needs to meet the requirement of the rotor wing reaction torque.
205) The optimization method comprises the following steps:
301) determining geometrical parameters of the propeller;
the method for determining the diameter of the propeller comprises the following steps:
Figure GDA0003624728950000041
wherein, MaR,kRepresenting the critical value of Mach number of the blade tip, V representing the forward flight speed, nsIndicating the propeller speed.
The diameter of the propeller is obtained by setting the Mach number of the propeller tip.
The number of blades of the propeller is determined by the aerodynamic characteristics, efficiency and solidity required. The multi-blade propeller can reduce the diameter and the width of the blades of the propeller, thereby reducing the windward resistance, and simultaneously can effectively absorb the total power given by the engine when the forward flying speed and the height are increased. Conversely, increasing the number of blades decreases the efficiency of the propeller while increasing the mass of the propeller.
And determining the number of the propeller blades to be 6 according to the pulling force and working condition requirements of the sample helicopter.
The blade airfoil requires that the airfoil has a high lift-drag ratio and stable aerodynamic force in a speed range and an attack angle range as large as possible. By comparing five airfoils, such as Clark Y, Eppler 387, GOE 801, NACA 0009, S1012, etc., it is found that the lift-drag ratio and the torque coefficient of the Clark Y airfoil are superior.
The plane shape of the blade is a rectangular or fan-shaped blade for a high-speed propeller driven by a high-power engine according to the characteristics of air flow so as to better absorb the power of the engine.
The pitch of the propeller is given after calculation based on the balance of forces in the actual model. The pitch settings of the two propellers should be different, taking into account the sum of the tensions of the two propellers, providing a forward tension, the difference between the tensions of the two propellers, the resulting moment balancing the rotor counter-torque. In the hovering and low-speed stages, the tension of the propeller on one side is a negative value, the tension of the propeller on the other side is a positive value, and the tensions of the propellers on the two sides are positive values along with the increase of the forward flying speed.
The preliminary given propeller geometry is shown in table 1:
TABLE 1
Item Numerical value
Diameter (m) 2.0
Rotational speed (rpm) 2200
Wing profile Clark Y
Number of blades 6
Mounting angle (Total distance) Variable
Pitch of right side propeller (inch) 60
Left side propeller pitch (inch) 20
Solidity of blade 0.191
Root ratio of tip to root 1
Chord length b (m) 0.1
The initial values and value ranges of the optimization variables are shown in table 2:
TABLE 2
Variables of Lower limit of Upper limit of Initial value
Degree of solidity 0.1 0.25 0.19
Pitch of thread 0 100 20
Root and tip ratio 0.5 1 1
Rotational speed 1800 2600 2200
302) Establishing a propeller aerodynamic model:
modeling the aerodynamic force of the propeller: the rotor is dextrorotation, and hover state left side screw provides positive pulling force, and the right side screw provides negative pulling force in order to balance the reaction torque. The propeller aerodynamic force calculation adopts a momentum-phylline combination theory. The pitch of the right and left propellers at this time is determined from the determined forward pulling force of the propellers, and the torques of the two propellers are determined from the pitch.
303) By introducing the pointer algorithm, calculations are made for 304) the power demand of the hover state propeller, 305) the power demand of the cruise state propeller, and 306) the power demand of the propeller at maximum fly speed.
304) Under the hovering state, the required power of the propellers is obtained by calculating the reactive torque of the rotor wing to obtain the pulling force of each propeller, the corresponding torque of each propeller is solved, and then the corresponding power of each propeller is obtained through calculation.
P＝M·ω (2)
Where M represents the torque of the propeller and ω represents the propeller angular velocity.
305) 306) calculating the reverse torque of the rotor and the tension of each propeller of the full-aircraft resistance in the forward flight state, calculating the corresponding torque of each propeller, and calculating the corresponding power of each propeller.
307) Every time the step is calculated by 303), judging whether the preset step number is reached;
if the preset step number is not reached, executing 308), firstly judging whether the calculation result of the propeller tension of 304) -306) meets the constraint requirements of 202) -203);
if not, executing 309) and modifying the geometrical parameters of the propeller, and returning to 301) to recalculate;
if yes, executing 310), collecting the parameter point, executing 309), modifying the geometrical parameters of the propeller, returning to 301), and recalculating;
if the preset number of steps is reached, 311) is executed, and a parameter point corresponding to the minimum power requirement of the propeller is searched in all the collection points;
312) outputting the geometrical parameter points of the propeller and finishing the operation;
the method for obtaining the working efficiency values of the propellers in different flight states specifically comprises the following steps:
firstly, determining initial geometric parameters of propellers on two sides of a composite thrust configuration helicopter.
And secondly, establishing aerodynamic models of the propellers at two sides.
And thirdly, introducing a pointer algorithm, and calculating the propeller required power at the hovering/cruising/maximum forward flying speed according to the calculation method of the propeller required power of the helicopter with the configuration. Calculating the required power of the propeller, wherein the required power of the rotor is used to obtain the counter torque of the rotor, the lift born by the wings and the forward flying speed of the helicopter are used to calculate the resistance and the attack angle thereof generated when the fuselage and the wings fly forward, the forward tension generated by the combined action of the propeller is obtained by the resistance generated when the fuselage and the wings fly forward and the counter torque of the rotor, and finally the required power of the propeller is calculated according to a momentum phyllotactic theory method;
step four, judging whether the preset calculation steps are finished or not;
fifthly, judging whether the propeller pulling forces of the three state points meet constraint conditions; if not, modifying the geometrical parameters of the propeller, and recalculating; if yes, collecting the parameter point, modifying the geometrical parameters of the propeller, and recalculating;
sixthly, finishing the preset calculation steps, and seeking a minimum point of the required power of the propeller in all the collection points;
and seventhly, outputting the propeller geometric parameters corresponding to the screened power minimum points.
According to the efficiency values of the propellers on the two sides in different forward flight states before and after optimization in fig. 4 and 5, it can be seen that the efficiency of the left-side propeller is high before optimization, the efficiency is further improved after optimization and is basically kept to be about 80%, the efficiency value of the right-side propeller is too low before optimization and is only about 40%, and the efficiency value can reach 60% -80% through optimization of aerodynamic parameters, so that the optimization method is feasible and effective.
Table 3 gives the parameter values for the optimized front and rear propellers:
Figure GDA0003624728950000071
the invention has the advantages that:
(1) by applying the invention, the problem that the working efficiency of the helicopter with the composite thrust configuration is lower in different flight states can be conveniently solved, and the applicable configuration range comprises but is not limited to the configuration shown in figure 1.
(2) Aiming at the characteristics that the range of the tension generated by the propeller with the configuration is large and the tension requirements under different working conditions need to be met simultaneously, the rotating speed, the pitch, the solidity and the tip-root ratio are used as optimization variables, Isight software is used for obtaining optimized parameters by taking the minimum required power generated by the work of the propeller as an optimization target, and the work efficiency of the optimized propeller is remarkably improved before the work efficiency is optimized.
Compared with the prior art, the invention aims to seek the highest working efficiency of the propellers in different flight states by setting the weight coefficients according to the characteristics of the composite thrust configuration helicopter, and determines the geometric parameters of the propulsion propellers at two sides by the optimization target of the highest efficiency, thereby solving the problem of lower working efficiency of the propulsion propellers at two sides of the rotor wing/wing composite thrust configuration helicopter in a steady flight state.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and similar parts between the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.

Claims (6)

1. The optimization method for the propulsion propellers on the two sides of the composite thrust configuration helicopter is characterized by comprising the steps of firstly obtaining geometric parameters and working parameters of the propulsion propellers on the two sides of the composite thrust configuration helicopter, and then establishing a propeller aerodynamic design optimization model; the process specifically comprises the following steps:
firstly, determining optimization variables in an optimization model, wherein the optimization variables of the propeller pneumatic design comprise rotating speed, pitch, solidity and tip-root ratio;
secondly, determining an optimization target in the optimization model, wherein the optimization target is as follows: the working efficiency of the propeller is highest; taking the maximum working efficiency of the three-point propeller under the hovering state, the cruising speed and the maximum forward flying speed as a target function, and distributing a weight coefficient to each state point; according to the objective function, determining the minimum power demand of the propeller power under different flight states, and finding out corresponding geometric parameter values, specifically comprising:
obtaining an optimal solution of the objective function through an optimization algorithm;
the optimal solution is a geometric parameter value corresponding to the minimum power value in the power library;
and thirdly, two constraint conditions are set in the model, the first constraint condition is a tension demand condition, propellers on two sides of the machine body need to meet the requirements of forward tension of the propellers, the second constraint condition is a reaction torque demand condition, and resultant torque generated by the propellers needs to meet the requirements of rotor wing reaction torque.
2. The method for optimizing the propellers on both sides of the composite thrust configuration helicopter according to claim 1, characterized in that the acquisition of the geometrical parameters and the working parameters of the propellers on both sides of the composite thrust configuration helicopter is specifically:
first, the propeller diameter is determined:
Figure FDA0003624728940000011
wherein, MaR,kRepresenting the critical value of Mach number of the blade tip, V representing the forward flight speed, nsExpressing the rotating speed of the propeller, and calculating the diameter of the propeller by setting the Mach number requirement of the propeller tip;
secondly, the number of the propeller blades is determined by the required aerodynamic characteristics, efficiency and solidity;
the blade airfoil requires that the airfoil has high lift-drag ratio and stable aerodynamic force in a speed range and an attack angle range which are as large as possible;
the plane shape of the blade is used for a high-speed propeller driven by a high-power engine, so that the power of the engine can be better absorbed according to the characteristics of air flow, and a rectangular or fan-shaped blade is adopted;
and finally, calculating the pitch of the propeller according to the balance of forces in the actual model.
3. A method for optimizing a double-sided propulsive propeller of a helicopter with a composite thrust configuration, according to claim 1 or 2, characterized in that it comprises the following steps:
301) determining geometrical parameters of the propeller;
302) establishing a propeller aerodynamic model: modeling the aerodynamic force of the propeller: the rotor wing is right-handed, the left propeller provides positive tension in a hovering state, and the right propeller provides negative tension to balance reactive torque;
the propeller aerodynamic force calculation adopts a momentum-phyllodulin combination theory;
calculating the pitch of the left propeller and the right propeller at the moment according to the calculated forward tension of the propellers, and calculating the torque of the two propellers according to the pitch;
303) calculating the required power of the propeller in the hovering state, the required power of the propeller in the cruising state and the required power of the propeller in the maximum flying speed state by introducing a pointer algorithm;
304) calculating once per step 303), and judging whether a preset step number is reached;
if the preset number of steps is not reached, firstly, judging whether each power calculation result of the propeller meets the constraint requirement or not;
if not, modifying the geometrical parameters of the propeller, returning to the step 301), and recalculating;
if yes, collecting the parameter point, modifying the geometrical parameters of the propeller, returning to the step 301), and recalculating;
if the preset step number is reached, executing: searching a parameter point corresponding to the minimum power requirement of the propeller in all the collection points;
305) outputting the geometrical parameter points of the propeller and finishing the operation.
4. The method for optimizing the propulsion propellers on both sides of a compound thrust configuration helicopter according to claim 3, characterized in that the power demand of the propellers in the hovering state is obtained by calculating the reaction torque of the rotor to obtain the pulling force of each propeller, calculating the corresponding torque of the propeller and then calculating the corresponding power of each propeller:
P＝M·ω
wherein, MaR,kRepresenting the critical value of Mach number of the blade tip, V representing the forward flying speed, nsRepresenting the rotational speed of the propeller;
and calculating the corresponding torque of the propeller by calculating the reaction torque of the rotor and the tension of each propeller of the full-aircraft resistance in the forward flight state, and calculating to obtain the corresponding power of each propeller.
5. A method for optimizing a dual sided propulsion propeller for a helicopter in a compound thrust configuration as claimed in claim 3 wherein said propeller demand power calculation module comprises:
under the hovering state, the required power of the propellers obtains the pulling force of each propeller by calculating the reactive torque of the rotor, the corresponding torque of the propeller is solved, and then the corresponding power of each propeller is obtained by calculation; and in the forward flight state, the rotor wing reactive torque is obtained according to the power required by the rotor wing, the resistance and the attack angle generated when the fuselage and the wing fly forward at the moment are calculated by the lift born by the wing and the forward flight speed of the helicopter, the forward tension generated by the combined action of the propeller at the moment is obtained by the resistance generated when the fuselage and the wing fly forward and the reactive torque of the rotor wing, and the power required by the propeller is calculated according to a momentum phyllotactic theory method.
6. The method of claim 5, wherein the optimal solution of the objective function is obtained by an optimization algorithm; the optimal solution is a parameter contained in an optimization variable in a propeller geometric parameter corresponding to the minimum power value in the power library.
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CN110588878B (en) * 2019-09-20 2021-06-22 辽宁壮龙无人机科技有限公司 Manufacturing method of propeller and propeller
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CN113734425B (en) * 2021-11-05 2022-02-08 尚良仲毅(沈阳)高新科技有限公司 Unmanned helicopter and control system thereof
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