AU2020104229A4 - Hybrid-power system for multi-rotor-wing aircraft and multi-rotor-wing aircraft - Google Patents
Hybrid-power system for multi-rotor-wing aircraft and multi-rotor-wing aircraft Download PDFInfo
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 8
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 8
- 239000001257 hydrogen Substances 0.000 claims abstract description 8
- 239000007858 starting material Substances 0.000 claims description 13
- 230000005611 electricity Effects 0.000 description 13
- 230000005540 biological transmission Effects 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 239000003921 oil Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000005283 ground state Effects 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/08—Helicopters with two or more rotors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
- B64D31/14—Transmitting means between initiating means and power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/40—Balloons
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B2201/00—Hybrid airships, i.e. airships where lift is generated aerodynamically and statically
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
A hybrid-power system for a multi-rotor-wing aircraft, including: an engine (2); a power
battery (5); a starter-generator integrated electric machine (7), the starter-generator integrated
electric machine (7) is electrically connected to the power battery (5), and is mechanically
connected to the engine (2), and power that is outputted by at least one of the engine (2) and
the starter-generator integrated electric machine (7) is supplied to a main rotor wing (300) of
the multi-rotor-wing aircraft; an auxiliary-rotor-wing electric motor (10), wherein the auxiliary
rotor-wing electric motor (10) is electrically connected to the power battery (5), and an output
of the auxiliary-rotor-wing electric motor (10) is mechanically connected to an auxiliary rotor
wing (200) of the multi-rotor-wing aircraft, wherein the auxiliary rotor wing (200) comprises
four auxiliary rotor wings, and a diameter of blades of the auxiliary rotor wings is 850mm
900mm; and a hydrogen balloon (11), located over a center-of-gravity central axis of the multi
rotor-wing aircraft and mechanically connected to the multi-rotor-wing aircraft. The multi
rotor-wing aircraft that uses the hybrid-power system according to the present disclosure can
be flexibly controlled, has a good safety performance, has a high carrying capacity, saves oil
and has a long endurance.
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Description
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[0001] The present disclosure relates to the field of aerospace, and particularly relates to a hybrid-power system for a multi-rotor-wing aircraft and a multi-rotor-wing aircraft having the hybrid-power system.
[0002] Multi-rotor-wing aircrafts are aircrafts that have a simple structure, can be flexibly manipulated, can be conveniently carried, have a stable flight attitude and have a low safety hazard. Commonly used are four-axis, six-axis and eight-axis multi-rotor-wing aircrafts. They do not only have an increasingly important function in the art of military, but also have extensive applications in civilian arts such as disaster relief, assessment, hazardous environment survey, traffic patrol and aerial photography.
[0003] However, as restricted by the current battery technique, the multi-rotor-wing aircrafts that employ a battery as the power commonly have a short endurance and a limited carrying capacity, are required to frequently replace the battery, and have a low operating efficiency and a high cost, which greatly limits the performance and the application fields of the multi-rotor wing aircrafts.
[0004] Because the energy density of power sources is far less than that of biological fuels, people have considered using fuel engines as the power. However, comparing fuel engines and electric motors, because the rotational-speed adjusting of piston engines is slower than that of electric motors, they cannot satisfy the requirement on quickly controlling the flight attitudes of the multi-rotor-wing aircrafts. In addition, oil-driven multi-rotor-wing aircrafts have a large dead weight, a low mechanical transmission efficiency, a complicated structure and a low reliability.
[0005] Although the conventional hybrid-power multi-axis aircrafts can solve some of the problems of the multi-rotor-wing aircrafts, the weights of the engine and the corresponding mechanical devices still account for a high proportion.
[0006] The present disclosure aims at solving at least one of the technical problems in the relevant art to a certain extent. The present disclosure proposes a hybrid-power system for a multi-rotor-wing aircraft that can be flexibly controlled, has a reduced weight and saves energy.
[0007] In order to increase the endurance and the carrying capacity, the present disclosure proposes a hybrid-power system for a multi-rotor-wing aircraft that has a hydrogen-balloon weight reducing device.
[0008] The present disclosure further provides a multi-rotor-wing aircraft that saves energy and has a high safety.
[0009] Accordingly, the present disclosure may comprise the following technical solutions.
[0010] There is provided a hybrid-power system for a multi-rotor-wing aircraft, wherein the hybrid-power system comprises:
[0011] an engine;
[0012] a power battery;
[0013] a starter-generator integrated electric machine, wherein the starter-generator integrated electric machine is electrically connected to the power battery, and is mechanically connected to the engine, and power that is outputted by at least one of the engine and the starter generator integrated electric machine is supplied to a main rotor wing of the multi-rotor-wing aircraft;
[0014] an auxiliary-rotor-wing electric motor, wherein the auxiliary-rotor-wing electric motor is electrically connected to the power battery, and an output of the auxiliary-rotor-wing electric motor is mechanically connected to an auxiliary rotor wing of the multi-rotor-wing aircraft;
[0015] a hydrogen balloon, located over a center-of-gravity central axis of the multi-rotor wing aircraft and mechanically connected to the multi-rotor-wing aircraft; and
[0016] a clutching device, wherein the clutching device is connected to the starter-generator integrated electric machine and the main rotor wing, and the clutching device is capable of selectively output to the main rotor wing the power that is outputted by at least one of the engine and the starter-generator integrated electric machine.
[0017] In at least one embodiment, the hybrid-power system has a quick-starting mode;
[0018] wherein when the hybrid-power system is in the quick-starting mode, the clutching device is disengaged, the power battery supplies electric power to the starter-generator integrated electric machine, and the starter-generator integrated electric machine drives the engine to start up.
[0019] In at least one embodiment, the hybrid-power system has a first parallel-series connection driving mode;
[00201 wherein when the hybrid-power system is in the first parallel-series-connection driving mode and a residual capacity of the power battery is greater than or equal to a first threshold, the engine operates, the clutching device is engaged, the starter-generator integrated electric machine is an electric generator, all of electric energy that is outputted by the starter generator integrated electric machine is used to drive the auxiliary-rotor-wing electric motor, and the rest of electric power that is required by the auxiliary-rotor-wing electric motor is supplied by the power battery.
[0021] In at least one embodiment, the hybrid-power system has a second parallel-series connection driving mode;
[0022] wherein when the hybrid-power system is in the second parallel-series-connection driving mode and a residual capacity of the power battery is greater than or equal to a second threshold and is less than the first threshold, the engine operates, the clutching device is engaged, the starter-generator integrated electric machine is an electric generator, and all of electric energy that is outputted by the starter-generator integrated electric machine is used to drive the auxiliary-rotor-wing electric motor, and exactly meets a demand of the auxiliary rotor-wing electric motor.
[0023] In at least one embodiment, the hybrid-power system has a third parallel-series connection driving mode;
[0024] wherein when the hybrid-power system is in the third parallel-series-connection driving mode and a residual capacity of the power battery is less than the second threshold, the engine operates, the clutching device is engaged, the starter-generator integrated electric machine is an electric generator, and electric energy that is outputted by the starter-generator integrated electric machine is used to drive the auxiliary-rotor-wing electric motor and charge the power battery.
[0025] In at least one embodiment, the second threshold is less than the first threshold.
[0026] In at least one embodiment, the hybrid-power system has a first parallel-connection driving mode;
[0027] wherein when the hybrid-power system is in the first parallel-connection driving mode and a residual capacity of the power battery is greater than or equal to a third threshold, the engine operates, the clutching device is engaged, all of power that is outputted by the engine is used to drive the main rotor wing of the multi-rotor-wing aircraft, the starter-generator integrated electric machine enters a sleep state, and the power battery supplies electric power to the auxiliary-rotor-wing electric motor.
[0028] In at least one embodiment, the hybrid-power system has a purely electrically driven mode;
[0029] wherein when the hybrid-power system is in the purely electrically driven mode, the engine does not operate, the clutching device is engaged, the power battery supplies electric power to the starter-generator integrated electric machine and the auxiliary-rotor-wing electric motor, the starter-generator integrated electric machine is an electric motor, and the starter generator integrated electric machine drives the main rotor wing of the multi-rotor-wing aircraft.
[0030] There is provided a multi-rotor-wing aircraft, wherein the multi-rotor-wing aircraft comprises the hybrid-power system for a multi-rotor-wing aircraft according to the present disclosure.
[0031] The hydrogen balloon may be located over the multi-rotor-wing aircraft and vertically mounted, to reduce the weight of the entire multi-rotor-wing aircraft, to in turn increase the endurance or the payload.
[0032] The hybrid-power system for a multi-rotor-wing aircraft according to an embodiment of the present disclosure can, according to the particular working condition of the multi-rotor wing aircraft, control the engine, the starter-generator integrated electric machine and the auxiliary-rotor-wing electric motor to be in different operating states, which results in a flexible controlling, a light weight and a good energy saving.
[0033] According to an embodiment of the present disclosure, the clutching device is connected to the engine, and the clutching device is connected to the starter-generator integrated electric machine, to selectively output to the main rotor wing of the multi-rotor-wing aircraft the power that is outputted by at least one of the engine and the starter-generator integrated electric machine.
[0034] Fig. 1 is a schematic structural diagram of the hybrid-power system for a multi-rotor wing aircraft according to an embodiment of the present disclosure.
[0035] Fig. 2 is a perspective view of the multi-rotor-wing aircraft according to an embodiment of the present disclosure.
[0036] Fig. 3 is a perspective view of the multi-rotor-wing aircraft according to another embodiment of the present disclosure.
[0037] Description of the reference numbers
[0038] 1000 aircraft
[0039] 100 hybrid-power system, 200 auxiliary rotor wing, 300 main rotor wing, 400 support
[0040] 1 fuel tank, 2 engine, 3 Electronic Control Unit, 4 controller, 5 power battery, 6 inverter/rectifier, 7 starter-generator integrated electric machine, 10 auxiliary-rotor-wing electric motor, 11 hydrogen balloon, and 12 clutching device.
[0041] The embodiments of the present disclosure will be described in detail below, and the examples of the embodiments are illustrated in the drawings. The embodiments described below by referring to the drawings are exemplary, aim at interpreting the present disclosure, and should not be construed as a limitation on the present disclosure.
[0042] Fig. 1 shows a schematic structural diagram of the hybrid-power system for a multi rotor-wing aircraft according to an embodiment of the present disclosure. Figs. 2 and 3 show perspective views corresponding to Fig. 1.
[0043] As shown in Figs. 1, 2 and 3, the aircraft 1000 comprises a main rotor wing 300, an auxiliary rotor wing 200 and a hydrogen balloon 11. The main rotor wing 300 and the auxiliary rotor wing 200 are used to drive the aircraft 1000 to fly. In Fig. 2 the quantity of the main rotor wing is 1, and in Fig. 3 the quantity of the main rotor wings is 2. The auxiliary rotor wing 200 may be a plurality of auxiliary rotor wings; for example, the quantity of the auxiliary rotor wings 200 shown in Figs. 2 and 3 of the present disclosure is 4. Correspondingly, the quantity of the auxiliary-rotor-wing electric motors 10 is also 4. The hydrogen balloon 11 is located over the center-of-gravity central axis of the aircraft 1000, is mechanically connected to the aircraft 1000, and is used to reduce the weight of the aircraft, to increase the payload.
[0044] The diameter of the blades of the auxiliary rotor wing may be 850mm to 900mm, preferably 881mm (approximately 34.7 inches).
[0045] The hybrid-power system 100 for the aircraft 1000 according to an embodiment of the present disclosure is described below with reference to Fig. 1. As shown in Fig. 1, the hybrid-power system 100 for the aircraft 1000 comprises an engine 2, a power battery 5, a starter-generator integrated electric machine 7, an auxiliary-rotor-wing electric motor 10 and the hydrogen balloon 11.
[0046] Figs. 2 and 3 show merely the support 400 for installing the relevant devices of the hybrid-power system 100, and do not show the relevant devices of the hybrid-power system 100. A person skilled in the art can still implement the present disclosure on the basis of the relevant description disclosed by Fig. 1.
[0047] The starter-generator integrated electric machine 7 is electrically connected to the power battery 5, and the starter-generator integrated electric machine 7 is mechanically connected to the engine 2. It can be understood that the engine 2 may be a piston engine, and the starter-generator integrated electric machine 7 may serve as an electric motor to drive the engine 2 to start up, and may also serve as an electric generator to generate electricity by the driving of the engine 2. When the starter-generator integrated electric machine 7 serves as an electric motor, the power battery 5 supplies electric energy to it. When the starter-generator integrated electric machine 7 serves as an electric generator, the electric energy that is generated by the starter-generator integrated electric machine 7 may also charge the power battery 5. The output voltage of the power battery 5 may be 45V to 62V, and especially may be 46V, 53.6V and 60.9V. When the power battery 5 supplies all of the power, its output voltage is preferably not greater than 62V. The electric current may be, for example, 120A or 150A.
[0048] The power that is outputted by at least the engine 2 of the engine 2 and the starter generator integrated electric machine 7 is adapted for being outputted to the main rotor wing 300 of the aircraft 1000. In other words, the power that is outputted by the engine 2 may solely drive the main rotor wing 300 of the aircraft 1000, and the power that is outputted by the engine 2 and the power that is outputted by the starter-generator integrated electric machine 7 may be coupled and drive the main rotor wing 300 of the aircraft 1000.
[0049] The auxiliary-rotor-wing electric motor 10 is electrically connected to the power battery 5. The auxiliary-rotor-wing electric motor 10 is electrically connected to the starter generator integrated electric machine 7. The power that is outputted by the auxiliary-rotor-wing electric motor 10 is adapted for being outputted to the auxiliary rotor wing 200 of the aircraft 1000. In other words, the power battery 5 may supply electric energy to the auxiliary-rotor wing electric motor 10, to facilitate the auxiliary-rotor-wing electric motor 10 to drive the auxiliary rotor wing 200, and when the starter-generator integrated electric machine 7 serves as an electric generator, the starter-generator integrated electric machine 7 may also supply electric energy to the auxiliary-rotor-wing electric motor 10, to facilitate the auxiliary-rotor wing electric motor 10 to drive the auxiliary rotor wing 200. The auxiliary rotor wing 200 may be one or more auxiliary rotor wings.
[0050] When the aircraft 1000 is operating, a controller 4 of the aircraft 1000 (which may be referred to as an "aircraft controller") may, according to the operating state of the aircraft 1000 and the SOC value (State of Charge, the charging state of a battery, which may be referred to as residual capacity) of the power battery 5, control the operating states of the engine 2, the starter-generator integrated electric machine 7 and the auxiliary-rotor-wing electric motor 10. Particularly, the electric energy that is required by the auxiliary-rotor-wing electric motor 10 may be obtained from the starter-generator integrated electric machine 7 by acquiring power from the engine 2 and generating electricity, and may also be supplied directly by the power battery 5, and the power of the engine 2 may be supplied to the main rotor wing 300, and may also be used by the starter-generator integrated electric machine 7 to generate electricity, which is supplied to the auxiliary-rotor-wing electric motor 10 or charges the power battery 5.
[0051] In the hybrid-power system 100 for the aircraft 1000 according to the embodiment of the present disclosure, the engine 2 is quickly started up by the starter-generator integrated electric machine 7, which prevents the severe working condition in the starting-up of the engine 2 and improves the fuel economic efficiency, and the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200, which eliminates a transmission mechanism, has a light weight, satisfies the demand on light weighting, and has a good effect of energy saving.
[0052] Furthermore, the auxiliary rotor wing 200 is driven by the auxiliary-rotor-wing electric motor 10, which can supply automotive drawing force to the aircraft 1000 in the form of variable rotational speeds, which realizes more flexible controlling. The solution can, according to the actual working condition of the aircraft 1000, supply electric power by using the power battery 5 or the starter-generator integrated electric machine 7, which ensures that the engine 2 is operating at the working condition of the optimum economic efficiency, thereby realizing oil saving.
[0053] Further, when the aircraft 1000 is using the auxiliary-rotor-wing electric motor 10 to drive the auxiliary rotor wing 200, when it is required to quickly maneuver, the electricity generation of the starter-generator integrated electric machine 7 may be temporarily stopped to ensure that the engine 2 generates sufficient power to the main rotor wing 300, and the auxiliary rotor wing 200 is supplied electric power by the power battery 5, thereby improving the maneuverability of the aircraft 1000.
[0054] Therefore, the hybrid-power system 100 for the aircraft 1000 according to the embodiment of the present disclosure can, according to the different working conditions of the aircraft 1000, realize that the main rotor wing 300 is driven by at least one of the engine 2 and the starter-generator integrated electric machine 7, and the power battery 5 or the starter generator integrated electric machine 7 supplies electric energy to the auxiliary-rotor-wing electric motor 10, to realize the driving of the auxiliary rotor wing 200, and finally complete the quick starting-up, the normal horizontal flight and the quick maneuvering flight of the aircraft 1000, which as a flexible controlling, a light weight, a good safety performance, a good energy saving and a good oil saving.
[0055] As shown in Fig. 1, the hybrid-power system 100 for the aircraft 1000 further comprises a clutching device 12, a transmission (not shown in the drawing), and an inverter/rectifier 6.
[0056] The engine 2 is mechanically connected to the starter-generator integrated electric machine 7, and the starter-generator integrated electric machine 7 is connected to the clutching device 12, to selectively output to the main rotor wing 300 of the aircraft 1000 the power that is outputted by at least one of the engine 2 and the starter-generator integrated electric machine 7. Optionally, the clutching device 12 is a clutch.
[0057] It can be understood that the engaging and disengaging of the clutching device 12 can realize the connecting and disconnecting of the mechanical connection between the starter generator integrated electric machine 7 and the main rotor wing 300, whereby the aircraft 1000 can, according to the particular working condition of the aircraft 1000, selectively drive the main rotor wing 300. Accordingly, the controlling is more accurate, and more energy is saved.
[0058] Further, in order to better control the speed of the main rotor wing 300, a transmission may be connected between the clutching device 12 and the main rotor wing 300. In other words, the starter-generator integrated electric machine 7 is selectively connected to the transmission via the clutching device 12.
[0059] Preferably, the flywheel of the engine 2 and the rotor of the starter-generator integrated electric machine 7 are integrated. In other words, the flywheel of the engine 2 is provided on the rotor of the starter-generator integrated electric machine 7, which simplifies the structure of the engine 2, reduces the torque ripple of the engine 2, and can complete the bi-directional conversion between the mechanical energy of the engine 2 and the electric energy of the starter-generator integrated electric machine 7. Furthermore, the starter-generator integrated electric machine 7 is directly mounted to the crankshaft of the engine 2, which has a good effect of weight reduction, and can improve the efficiency of the electricity generation.
[0060] The power battery 5 is electrically connected to the starter-generator integrated electric machine 7 and the auxiliary-rotor-wing electric motor 10. The inverter/rectifier 6 may be provided between the power battery 5 and the starter-generator integrated electric machine 7. In other words, the starter-generator integrated electric machine 7 is electrically connected to the power battery 5 via the inverter/rectifier 6, and is controlled by PWM (pulse width modulation), thereby realizing the functions of starting-up and constant-voltage electricity generation.
[0061] The operation process and the operation mode of the hybrid-power system 100 for the aircraft 1000 according to the embodiment of the present disclosure are described in detail below with reference to Fig. 1.
[0062] All of the engine 2, the power battery 5, the starter-generator integrated electric machine 7, the auxiliary-rotor-wing electric motor 10, the clutching device 12, the transmission and the inverter/rectifier 6 are connected to the controller 4, to output the individual operating states to the controller 4, whereby the controller 4, according to the working condition, determines and controls the operation mode of the hybrid-power system 100.
[0063] According to the different working conditions of the aircraft 1000, the hybrid-power system 100 for the aircraft 1000 has the following operation modes: a quick-starting mode, a first parallel-series-connection driving mode, a second parallel-series-connection driving mode, a third parallel-series-connection driving mode, a first parallel-connection driving mode, a second parallel-connection driving mode and a purely electrically driven mode.
[0064] 1) The quick-starting mode
[0065] When the hybrid-power system 100 is in the quick-starting mode, the power battery 5 supplies electric power to the starter-generator integrated electric machine 7, and the starter generator integrated electric machine 7 drives the engine 2 to start up. In other words, at this point, the clutching device 12 may be disengaged, and the starter-generator integrated electric machine 7 serves as an electric motor.
[0066] Particularly, when the operator of the aircraft 1000 sends a starting-up instruction, the controller 4, according to the instruction, controls the starter-generator integrated electric machine 7 to quickly start up the engine 2, to cause the engine 2 to reach the idle speed. It can be understood that, after the engine 2 has reached the idle speed, the starter-generator integrated electric machine 7 may be converted from the electrically driven state to the electricity generating state.
[0067] 2) The first parallel-series-connection driving mode
[0068] When the hybrid-power system 100 is in the first parallel-series-connection driving mode and the SOC value of the power battery 5 is greater than or equal to a first threshold, the engine 2 operates, the clutching device 12 is engaged, and the starter-generator integrated electric machine 7 serves as an electric generator.
[0069] Part of the power that is outputted by the engine 2 is used to drive the starter-generator integrated electric machine 7 to generate electricity, all of the electric energy that is outputted by the starter-generator integrated electric machine 7 is used to drive the auxiliary-rotor-wing electric motor 10, and the power that is outputted by the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200 to operate. At this point, the electric quantity of the power battery 5 is sufficient, and the electric energy that is generated by the starter-generator integrated electric machine 7 is not required to charge the power battery 5. The rest of the electric power that is required by the auxiliary-rotor-wing electric motor 10 may be supplied by the power battery 5.
[0070] The other part of the power that is outputted by the engine 2 is outputted to the main rotor wing 300 via the clutching device 12, to drive the main rotor wing 300 to operate, to realize the flight of the aircraft 1000.
[0071] This mode is suitable for the normal level flight of the aircraft 1000, i.e., suitable when the aircraft 1000 is flying at a substantially constant height, and is suitable when the engine 2 is in the idling operating state or rated operating state.
[0072] 3) The second parallel-series-connection driving mode
[0073] When the hybrid-power system 100 is in the second parallel-series-connection driving mode and the residual capacity of the power battery 5 is greater than or equal to a second threshold and less than the first threshold, the engine 2 operates, the clutching device 12 is engaged, the starter-generator integrated electric machine 7 serves as an electric generator, and all of electric energy that is outputted by the starter-generator integrated electric machine 7 is used to drive the auxiliary-rotor-wing electric motor 10, and exactly meets a demand of the auxiliary-rotor-wing electric motor 10.
[0074] 4) The third parallel-series-connection driving mode
[0075] When the hybrid-power system 100 is in the second parallel-series-connection driving mode and the SOC value of the power battery 5 is less than a second threshold, the engine 2 operates, the clutching device 12 is engaged, and the starter-generator integrated electric machine 7 serves as an electric generator.
[0076] Part of the power that is outputted by the engine 2 is used to drive the starter-generator integrated electric machine 7 to generate electricity, part of the electric energy that is outputted by the starter-generator integrated electric machine 7 is used to drive the auxiliary-rotor-wing electric motor 10, and the power that is outputted by the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200 to operate, and the other part of the electric energy that is outputted by the starter-generator integrated electric machine 7 charges the power battery 5. At this point, the electric quantity of the power battery 5 is not sufficient, and the electric energy that is generated by the starter-generator integrated electric machine 7 is not only required to supply electric power to the auxiliary-rotor-wing electric motor 10, but is also required to charge the power battery 5.
[0077] The other part of the power that is outputted by the engine 2 is outputted to the main rotor wing 300 via the clutching device 12, to drive the main rotor wing 300 to operate, to realize the flight of the aircraft 1000.
[0078] This mode is suitable for the normal level flight of the aircraft 1000, i.e., suitable when the aircraft 1000 is flying at a substantially constant height, and is suitable when the engine 2 is in the idling operating state or rated operating state.
[0079] Preferably, the second threshold is less than the first threshold. It can be known from the above description that, when the starter-generator integrated electric machine 7 serves as an electric generator, i.e., when the starter-generator integrated electric machine 7 is operating in the electricity generating state, whether the starter-generator integrated electric machine 7 is required to charge the power battery 5 is required to be subject to hysteresis controlling according to the SOC value of the power battery 5. In other words, when the SOC value of the power battery 5 is less than the second threshold, the starter-generator integrated electric machine 7 charges the power battery 5, till the SOC value exceeds the first threshold, and at this point the starter-generator integrated electric machine 7 stops charging the power battery 5, and all of the electric energy that is outputted by the starter-generator integrated electric machine 7 is supplied to the auxiliary-rotor-wing electric motor 10. This process requires the controller 4 to regulate the fuel-injection quantity of the engine 2 to satisfy the power switching. An Electronic Control Unit (ECU) 3 may be additionally provided that is connected to the controller 4 and the engine 2 and used to control the engine 2.
[0080] 5) The first parallel-connection driving mode
[0081] When the hybrid-power system 100 is in the first parallel-connection driving mode and the SOC value of the power battery 5 is greater than or equal to a third threshold, the engine 2 operates, the clutching device 12 is engaged, all of the power that is outputted by the engine 2 is used to drive the main rotor wing 300 of the aircraft 1000, the power battery 5 supplies electric power to the auxiliary-rotor-wing electric motor 10, and the power that is outputted by the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200 to operate.
[0082] This mode is suitable for the quick-maneuvering working condition of the aircraft 1000, and can improve the maneuvering performance of the aircraft 1000.
[0083] In this mode, the Electronic Control Unit 3 controls the engine 2 to enter the rated working condition, and to supply a sufficient power to the main rotor wing 300. At this point, if the SOC value of the power battery 5 is greater than or equal to the third threshold, the starter generator integrated electric machine 7 stops generating electricity, the starter-generator integrated electric machine 7 idles with the engine 2, and all of the electric energy that is required by the auxiliary-rotor-wing electric motor 10 is supplied by the power battery 5.
[0084] 6) The second parallel-connection driving mode
[0085] When the hybrid-power system 100 is in the second parallel-connection driving mode and the SOC value of the power battery 5 is less than the third threshold, the engine 2 operates, the clutching device 12 is engaged, and the starter-generator integrated electric machine 7 serves as an electric generator.
[0086] Part of the power that is outputted by the engine 2 is used to drive the starter-generator integrated electric machine 7 to generate electricity, all of the electric energy that is outputted by the starter-generator integrated electric machine 7 is used to drive the auxiliary-rotor-wing electric motor 10, and is not required to charge the power battery 5, and the power that is outputted by the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200 to operate.
[0087] The other part of the power that is outputted by the engine 2 is outputted to the main rotor wing 300 via the clutching device 12, to drive the main rotor wing 300 to operate, to realize the flight of the aircraft 1000.
[0088] This mode is suitable for the quick-maneuvering working condition of the aircraft 1000, and can improve the maneuvering performance of the aircraft 1000.
[0089] In this mode, the Electronic Control Unit 3 controls the engine 2 to enter the rated working condition, and to supply a sufficient power to the main rotor wing 300. At this point, if the SOC value of the power battery 5 is less than the third threshold, the starter-generator integrated electric machine 7 generates electricity, and all of the electric energy that is required by the auxiliary-rotor-wing electric motor 10 is supplied by the starter-generator integrated electric machine 7.
[0090] 7) The purely electrically driven mode
[0091] When the hybrid-power system 100 is in the purely electrically driven mode, the engine 2 does not operate, the clutching device 12 is engaged, the power battery 5 supplies electric power to both of the starter-generator integrated electric machine 7 and the auxiliary rotor-wing electric motor 10, and the starter-generator integrated electric machine 7 is adapted for driving the engine 2 to start up and adapted for driving the main rotor wing 300 of the aircraft 1000.
[0092] This mode is suitable when the engine 2 has a failure and in-flight shut-down happens. At this point, the power battery 5 directly supplies electric power to the auxiliary-rotor-wing electric motor 10 and the starter-generator integrated electric machine 7, and the power that is outputted by the auxiliary-rotor-wing electric motor 10 drives the auxiliary rotor wing 200 to operate. In order to ensure the safety of the aircraft 1000, at this point, the starter-generator integrated electric machine 7 simultaneously tries to restart the engine 2, and directly drives the main rotor wing 300 to supply a certain lift force to the aircraft 1000 to ensure its safe landing. After multiple times of starting failures, the air valve of the engine 2 is fully opened to reduce the resistance moment, which facilitates the starter-generator integrated electric machine 7 to drive the main rotor wing 300 to operate, to enable the aircraft 1000 to smoothly land at a smaller speed.
[0093] It can be known from the above description that the first threshold is the SOC value at which the power battery 5 stops being charged, the second threshold is the SOC value at which the power battery 5 starts being charged, and the third threshold is the SOC value at which the power battery 5 is protected. At different working conditions, the demands in the hybrid-power system 100 on whether to charge the power battery 5 are different, and are not completely decided by the three thresholds. Therefore, in the process of the dispatch controlling by the controller 4, it is prescribed that the priorities of the working conditions of the aircraft 1000 are ranked from higher to lower as follows: 1. the takeoff, climbing or quick maneuvering of the aircraft 1000; 2. the rated operating state; and 3. the ground states such as idling and warming-up.
[0094] The aircraft 1000 according to an embodiment of the present disclosure is simply described below. The aircraft 1000 comprises the above-described hybrid-power system 100 for the aircraft 1000, and thus has the advantages such as a good energy saving, a good economic efficiency of the fuel oil, a good safety performance, a light weight and a flexible controlling.
[0095] The terms "first", "second" and "third" are merely used for the purpose of describing, and should not be construed as indicating or implying the degrees of importance or the number of the indicated technical features. Therefore, the features defined by "first", "second" and
"third" may explicitly or implicitly comprise at least one of the features. In the description of the present disclosure, the meaning of "plurality of' is at least two, for example two, three and so on, unless explicitly and clearly defined otherwise.
[0096] In the present disclosure, unless explicitly defined or limited otherwise, the terms "mount", "connect", "link" and "fix" should be interpreted broadly. For example, it may be fixed connection, detachable connection, or integral connection; it may be mechanical connection, electrical connection or communicative connection; and it may be direct connection or indirect connection by an intermediate medium, and may be the internal communication between two elements or the interaction between two elements, unless explicitly defined otherwise. A person skilled in the art can determine the particular meaning of the terms in the present disclosure concretely.
[0097] In the description of the present disclosure, the description referring to the terms "an embodiment", "some embodiments", "example", "particular example" or "some examples" and so on means that particular features, structures, materials or characteristics described with reference to the embodiment or example are comprised in at least one of the embodiments or examples of the present disclosure. In the description, the schematic expressions of the above terms do not necessarily relate to the same embodiment or example. Furthermore, the described particular features, structures, materials or characteristics may be combined in one or more embodiments or examples in a suitable form. Furthermore, subject to avoiding contradiction, a person skilled in the art may combine different embodiments or examples described in the description and the features of the different embodiments or examples.
[0098] Although the embodiments of the present disclosure have already been illustrated and described above, it can be understood that the above embodiments are illustrative, and should not be construed as a limitation on the present disclosure, and a person skilled in the art may make variations, modifications, substitutions and improvements to the above embodiments within the scope of the present disclosure.
Claims (5)
1. A hybrid-power system for a multi-rotor-wing aircraft, wherein the hybrid-power system comprises: an engine (2); a power battery (5); a starter-generator integrated electric machine (7), wherein the starter-generator integrated electric machine (7) is electrically connected to the power battery (5), and is mechanically connected to the engine (2), and power that is outputted by at least one of the engine (2) and the starter-generator integrated electric machine (7) is supplied to a main rotor wing (300) of the multi-rotor-wing aircraft; an auxiliary-rotor-wing electric motor (10), wherein the auxiliary-rotor-wing electric motor (10) is electrically connected to the power battery (5), and an output of the auxiliary rotor-wing electric motor (10) is mechanically connected to an auxiliary rotor wing (200) of the multi-rotor-wing aircraft, wherein the auxiliary rotor wing (200) comprises four auxiliary rotor wings, and a diameter of blades of the auxiliary rotor wings is 850mm-900mm; a hydrogen balloon (11), located over a center-of-gravity central axis of the multi-rotor wing aircraft and mechanically connected to the multi-rotor-wing aircraft; and a clutching device (12), wherein the clutching device (12) is connected to the starter generator integrated electric machine (7) and the main rotor wing (300), and the clutching device (12) is capable of selectively output to the main rotor wing (300) the power that is outputted by at least one of the engine (2) and the starter-generator integrated electric machine
(7); wherein the hybrid-power system has a first parallel-series-connection driving mode, a second parallel-series-connection driving mode and a third parallel-series-connection driving mode; wherein when the hybrid-power system is in the first parallel-series-connection driving mode and a residual capacity of the power battery (5) is greater than or equal to a first threshold, the engine (2) operates, the clutching device (12) is engaged, the starter-generator integrated electric machine (7) is an electric generator, all of electric energy that is outputted by the starter generator integrated electric machine (7) is used to drive the auxiliary-rotor-wing electric motor (10), and the rest of electric power that is required by the auxiliary-rotor-wing electric motor (10) is supplied by the power battery (5); wherein when the hybrid-power system is in the second parallel-series-connection driving mode and a residual capacity of the power battery (5) is greater than or equal to a second threshold and is less than the first threshold, the engine (2) operates, the clutching device (12) is engaged, the starter-generator integrated electric machine (7) is an electric generator, and all of electric energy that is outputted by the starter-generator integrated electric machine (7) is used to drive the auxiliary-rotor-wing electric motor (10), and exactly meets a demand of the auxiliary-rotor-wing electric motor (10); and wherein when the hybrid-power system is in the third parallel-series-connection driving mode and a residual capacity of the power battery (5) is less than the second threshold, the engine (2) operates, the clutching device (12) is engaged, the starter-generator integrated electric machine (7) is an electric generator, and electric energy that is outputted by the starter generator integrated electric machine (7) is used to drive the auxiliary-rotor-wing electric motor (10) and charge the power battery (5).
2. The hybrid-power system for a multi-rotor-wing aircraft according to claim 1, wherein the hybrid-power system has a quick-starting mode; wherein when the hybrid-power system is in the quick-starting mode, the clutching device (12) is disengaged, the power battery (5) supplies electric power to the starter-generator integrated electric machine (7), and the starter-generator integrated electric machine (7) drives the engine (2) to start up.
3. The hybrid-power system for a multi-rotor-wing aircraft according to claim 1 or 2, wherein the hybrid-power system has a first parallel-connection driving mode; wherein when the hybrid-power system is in the first parallel-connection driving mode and a residual capacity of the power battery (5) is greater than or equal to a third threshold, the engine (2) operates, the clutching device (12) is engaged, all of power that is outputted by the engine (2) is used to drive the main rotor wing (300) of the multi-rotor-wing aircraft, the starter generator integrated electric machine (7) enters a sleep state, and the power battery (5) supplies electric power to the auxiliary-rotor-wing electric motor (10).
4. The hybrid-power system for a multi-rotor-wing aircraft according to claim 1 or 2, wherein the hybrid-power system has a purely electrically driven mode; wherein when the hybrid-power system is in the purely electrically driven mode, the engine (2) does not operate, the clutching device (12) is engaged, the power battery (5) supplies electric power to the starter-generator integrated electric machine (7) and the auxiliary-rotor wing electric motor (10), the starter-generator integrated electric machine (7) is an electric motor, and the starter-generator integrated electric machine (7) drives the main rotor wing (300) of the multi-rotor-wing aircraft.
5. A multi-rotor-wing aircraft, wherein the multi-rotor-wing aircraft comprises the hybrid power system for a multi-rotor-wing aircraft according to any one of claims 1 to 4.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2020104229A AU2020104229A4 (en) | 2020-12-22 | 2020-12-22 | Hybrid-power system for multi-rotor-wing aircraft and multi-rotor-wing aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2020104229A AU2020104229A4 (en) | 2020-12-22 | 2020-12-22 | Hybrid-power system for multi-rotor-wing aircraft and multi-rotor-wing aircraft |
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| AU2020104229A4 true AU2020104229A4 (en) | 2021-03-11 |
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| Application Number | Title | Priority Date | Filing Date |
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| AU2020104229A Ceased AU2020104229A4 (en) | 2020-12-22 | 2020-12-22 | Hybrid-power system for multi-rotor-wing aircraft and multi-rotor-wing aircraft |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114275167A (en) * | 2021-12-23 | 2022-04-05 | 安徽云翼航空技术有限公司 | Hybrid power control system of unmanned aerial vehicle and control method thereof |
| RU2803214C1 (en) * | 2022-08-12 | 2023-09-11 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Саратовский государственный технический университет имени Гагарина Ю.А." (СГТУ имени Гагарина Ю.А.) | Multicopter with combined propellers and hybrid propeller of power plants |
-
2020
- 2020-12-22 AU AU2020104229A patent/AU2020104229A4/en not_active Ceased
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114275167A (en) * | 2021-12-23 | 2022-04-05 | 安徽云翼航空技术有限公司 | Hybrid power control system of unmanned aerial vehicle and control method thereof |
| CN114275167B (en) * | 2021-12-23 | 2023-08-15 | 安徽云翼航空技术有限公司 | Unmanned aerial vehicle hybrid power control system and control method thereof |
| RU2803214C1 (en) * | 2022-08-12 | 2023-09-11 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Саратовский государственный технический университет имени Гагарина Ю.А." (СГТУ имени Гагарина Ю.А.) | Multicopter with combined propellers and hybrid propeller of power plants |
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