Forward and turning flight simulation of flying cars and comparative evaluation of flight dynamics models considering wind disturbances

The implementation of flying cars as Urban Air Mobility (UAM) requires ensuring safety, and high-precision simulation technology is essential as an efficient development method. As most flying cars in the development stage are small, multi-rotor types that derive thrust from multiple propellers, the effect of wind is considered to be significant during actual flight. In previous studies, attempts were made to elucidate the effects of wind on small Urban Air Mobility (UAM) vehicles in the development stage by introducing wind disturbances, with headwinds during forward flight and crosswinds during turning flight [1]. In this study, four additional high-speed disturbance patterns were added and a total of 22 patterns of acceleration and constant speed turning flight were numerically simulated to elucidate the dynamic effects of wind disturbance on the aircraft in the high-speed range. In addition, as there is a trade-off between calculation time and calculation accuracy in CFD, more accurate and efficient control design can be carried out before fluid analysis to speed up the development of flying cars. Therefore, a flight dynamics model was designed that incorporates the three-dimensional Newton-Euler equation and PID control, taking into account drag forces and the torque exerted by the drag forces. This study aims to elucidate the aerodynamic interference effects on the aircraft caused by high-speed disturbances, which have not been thoroughly investigated in previous research. Additionally, it evaluates the validity of two flight dynamics models and highlights the importance of considering fluid dynamics. • The flight dynamics model underestimates air resistance • It is necessary to consider the torque generated by drag in the flight dynamics model • The reproduction of drag and torque based on CFD has an effect of nose-down attitude • During forward flight, a local pressure increase occurs at the front of the aircraft • Constant velocity turns are less affected by crosswinds than acceleration turns