CN109094790B - Power configuration scheme and control method for hybrid power system of helicopter - Google Patents
Power configuration scheme and control method for hybrid power system of helicopter Download PDFInfo
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- 238000004134 energy conservation Methods 0.000 abstract description 4
- 230000005540 biological transmission Effects 0.000 description 6
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- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/12—Rotor drives
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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
- 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
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Abstract
The invention discloses a power configuration scheme and a control method for a hybrid power system of a helicopter, and relates to the technical field of aviation aircrafts. This system includes main rotor driving system, tail rotor driving system, complete machine control system, and wherein main rotor driving system includes: the system comprises an engine, a main rotor motor, a first clutch, a second clutch, a tail end gear box, an automatic tilter and a main rotor; the tail rotor power system includes: a battery, a tail rotor motor, a tail rotor; the complete machine control system comprises: the system comprises a complete machine controller, a battery management system, an engine controller, a main rotor motor controller and a tail rotor motor controller; in addition, the battery is connected with an external power grid through a plug, the fuel tank is connected with the engine through an oil pipeline, and the battery is connected with the main rotor motor through an inverter/rectifier; by formulating a power configuration scheme of the helicopter and adopting an advanced control method, the helicopter meets the requirements of different flight environments and has the advantages of simple overall structure, high energy utilization rate, high engine fuel efficiency, energy conservation and emission reduction, powerful power, safety, reliability and the like.
Description
Technical Field
The invention relates to the technical field of aviation aircrafts, in particular to a hybrid power system, a power configuration scheme and a control method for a helicopter.
Technical Field
The helicopter has the characteristics of vertical take-off and landing, hovering, cruising, rapid course changing and the like, and is widely applied to transportation,Patrol、Travel toy、Rescue apparatusAnd so on in a number of areas. With the requirements of high fuel economy, redundant power and high reliability of the helicopter, the oil-electricity hybrid power becomes a helicopter motorFuture development of force systems. Compared with the traditional fuel engine system, the fuel engine system increases the component types and flight combination modes of the power system, and performs combination optimization according to the flight mission of the helicopter, so that the engine serving as a main power source can keep running in an ideal running interval with high efficiency, low oil consumption and low emission, and the fuel economy and low emission of the helicopter are improved; the braking energy of the main rotor wing or the residual energy of the fuel engine can be recovered, the energy efficiency is improved, and the endurance mileage is increased; it is worth noting that in the aspects of military information collection, reconnaissance and monitoring, the lithium polymer battery and the motor are independently operated as auxiliary power sources, so that the noise, smoke and thermal imaging of the helicopter can be reduced, and the stealth performance of the helicopter is improved; meanwhile, the multiple power sources can avoid the crash accident caused by the single power source fault, and the safety and the reliability of the helicopter are improved. Compared with a pure electric system, due to the restriction of the current battery technology, the pure electric unmanned aerial vehicle cannot achieve the practicability and commercialization in a short time. And the gasoline-electric hybrid power helicopter can improve the endurance mileage under the condition of reducing the initial cost.
Aiming at a hybrid power system of a helicopter, people have long-term exploration and put forward various improved schemes. For example, chinese patent publication No. CN105836141A, publication No. 2016-08-10, discloses a driving mechanism and driving method for a hybrid helicopter, the system includes a basic power source and an auxiliary power source, and adopts a single-row planetary gear mechanism for power distribution, which is complex in structure and single in function, and does not consider the influence of the state of an energy storage device on the control of the helicopter. Chinese patent publication No. CN105691610A, publication No. 2016-06-22, discloses a hybrid power system for a helicopter and a helicopter having the same, the system including an engine, a power battery, an ISG motor and a tail rotor motor, wherein the ISG motor fails to provide electric power assistance when the total required power of the helicopter is large, so as to prevent the engine from entering a high oil consumption condition, and meanwhile, the braking energy of a main rotor is not recovered, and the energy saving effect is general.
Disclosure of Invention
The invention aims to solve the problems and provides a hybrid power system, a power configuration scheme and a control method for a helicopter, wherein the hybrid power system is simple in overall structure, high in energy utilization rate, high in engine fuel efficiency, energy-saving and emission-reducing, powerful in power, safe and reliable. The helicopter power configuration scheme is determined according to the SOC value of the battery and the total required power, the battery energy is used as much as possible during landing of the helicopter, on one hand, the battery energy can be quickly compensated through the plug-in structure, on the other hand, the braking energy of the main rotor wing can be recovered to the maximum extent through the main rotor wing motor, and the energy-saving effect of the system is further improved. In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the present invention provides a hybrid power system for a helicopter, comprising: a main rotor power system, a tail rotor power system and a complete machine control system;
the main rotor power system includes: the hybrid power system comprises an engine (8), a main rotor motor and controller (6), a first clutch (7), a second clutch (5), a tail end gear box (4), an automatic inclinator (3), a main rotor (2) and a fuel tank (12), wherein the first clutch (7) is installed between the engine (8) and the main rotor motor and controller (6), the second clutch (5) is installed between the main rotor motor and controller (6) and the tail end gear box (4), the main rotor motor and controller (6) and the engine (8) form a hybrid power system, and the fuel tank (12) provides fuel for the engine; on the premise of ensuring the power output requirement of the main rotor wing, the fuel economy of the engine is improved as much as possible, the pollutant emission is reduced, and the aims of energy conservation and emission reduction are fulfilled.
The tail rotor power system includes: the tail rotor type electric vehicle comprises a battery (10), a tail rotor motor and controller (15) and a tail rotor (16), wherein the tail rotor motor and controller (15) directly drives the tail rotor (16), and the battery (10) supplies power for the tail rotor motor and controller (15); the traditional transmission shaft can be omitted, the tail rotor structure is simplified, and the transmission efficiency and the control precision are improved;
the complete machine control system comprises: the system comprises a complete machine controller (1), a battery management system (11) and an engine controller (9), wherein the battery management system (11) estimates the SOC value of a battery (10), the engine controller (9) controls the opening degree of a throttle valve of an engine (8), and the complete machine controller (1) directly controls a tail rotor motor and controller (15), the battery management system (11), the engine controller (9), a main rotor motor and controller (6) and an automatic tilter (3).
Furthermore, the rotor of the main rotor motor (6) is connected with the output end of the crankshaft of the engine (8), so that the functions of electric power assistance, power generation, engine starting and direct drive of the helicopter are realized.
Furthermore, the tail rotor power system also comprises a plug (14), and the battery (10) is connected with an external power grid through the plug (14) to obtain energy, so that an energy obtaining way is expanded.
Furthermore, the hybrid power system for the helicopter further comprises an inverter/rectifier (13), wherein the battery (10) is connected with the main rotor motor and the controller (6) through the inverter/rectifier (13), and energy is stored in the battery (10) or is obtained from the battery (10) according to the operation state of the main rotor motor and the controller (6).
The invention provides a control method of a hybrid power system for a helicopter, which comprises the following steps:
when the helicopter is in a take-off stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6) and the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; after the engine rotates to a normal rotating speed, the first clutch (7) is gradually engaged to drive the engine (8) to start, so that the severe working condition of the engine during low-speed starting is avoided;
when the helicopter is in a climbing/hovering/landing stage, a first clutch (7) is engaged, a second clutch (5) is engaged, an engine (8) keeps a desired rotating speed and outputs rotation energy, a battery (10) supplies energy to a main rotor motor and a controller (6) through an inverter/rectifier (13), the main rotor motor and the controller (6) supply assistance, and the two power sources are mechanically coupled and then drive a main rotor (2) through a tail end gear box (4) and an automatic tilter (3); the battery (10) provides energy for the tail rotor motor and the controller (15) to drive the tail rotor (16) to rotate;
when the helicopter is in a cruising flight stage, the first clutch (7) is engaged, the second clutch (5) is engaged, the engine (8) outputs rotation energy, and the main rotor (2) is driven independently through the tail end gearbox (4) and the automatic tilter (3); the engine (8) drives the main rotor motor and the rotor of the controller (6) to generate electricity, and energy is stored in the battery (10) through the inverter/rectifier (13); the battery (10) provides energy for the tail rotor motor and the controller (15) to drive the tail rotor (16) to rotate;
when the helicopter is in a landing/pure electric flight stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and the controller (6), the tail rotor motor and the controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate, so that the helicopter completes a landing/pure electric flight task;
when the helicopter is in the sudden engine failure stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6), the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; the first clutch (7) is gradually engaged to drive the engine (8) to start, and if the engine (8) is normally started, the engine (8) outputs rotation energy; if the engine (8) can not be started normally, the first clutch (7) is separated, secondary damage to the engine (8) is avoided, and the automatic inclinator (3) is adjusted in time to enable the helicopter to complete emergency landing;
when the helicopter is in a landing and flight stopping stage, the first clutch (7) is separated, the second clutch (5) is engaged, the engine (8) is closed, the reverse rotation is generated by changing the conduction phase of the exciting current in the main rotor motor and the controller (6), the reverse electromotive force is generated, the braking energy of the main rotor (2) is recovered, and the energy is stored in the battery (10) through the inverter/rectifier (13);
the invention provides a power distribution scheme of a hybrid power system for a helicopter, which comprises the following steps:
when the SOC value range of the battery is [0.7, 1], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and the auxiliary power of the motor; if the total required power is 'middle', the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine does not output power, and the motor outputs power matched with the actual requirement; if the total required power is negative, namely less than 0, the motor does not recover the braking energy of the main rotor;
when the SOC value range of the battery is [0.3, 0.7 ], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval and the auxiliary power of the motor is output; if the total required power is 'middle', the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; if the total required power is negative, namely less than 0, the motor recovers the braking energy of the main rotor;
when the SOC value range of the battery is (0, 0.3), if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine is matched with the power output according to the actual requirement; if the total required power is 'middle', when the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval, and charges the battery with redundant power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; and if the total required power is negative, namely less than 0, recovering the braking energy of the main rotor by the motor.
Compared with the prior art, the invention has the following beneficial effects:
the dual-clutch structure that the helicopter main rotor motor is arranged between the engine and the tail end gear box, and the rotor of the main rotor motor is connected with the output end of the engine crankshaft, so that the structure can drive the main rotor independently, and can start the engine or power-assisted power generation; the tail rotor motor directly drives the tail rotor, so that a traditional transmission shaft can be omitted, the structure of the tail rotor is simplified, and the transmission efficiency and the control precision are improved; the plug-in structure expands the battery energy acquisition way; the main rotor motor can recover the braking energy of the main rotor to the maximum extent, and the energy-saving effect of the system is further improved; the formulated helicopter power configuration scheme adopts an advanced control method, so that the helicopter meets the requirements of different flight environments, and has the advantages of simple overall structure, high energy utilization rate, high engine fuel efficiency, energy conservation and emission reduction, strong power, safety, reliability and the like.
Drawings
FIG. 1 is a hybrid power system of the helicopter of the present invention
FIG. 2 is a power scheme of the helicopter of the present invention
Detailed Description
Embodiments of the present invention are further described below with reference to the accompanying drawings.
Referring to fig. 1, in the present embodiment, a hybrid power system for a helicopter includes: a main rotor power system, a tail rotor power system and a complete machine control system;
the main rotor power system comprises an engine (8), a main rotor motor and a controller (6), a first clutch (7), a second clutch (5), a tail end gear box (4), an automatic inclinator (3), a main rotor (2), wherein the first clutch (7) is installed between the engine (8) and the main rotor motor and the controller (6), the second clutch (5) is installed between the main rotor motor and the controller (6) and the tail end gear box (4), the main rotor motor and the controller (6) and the engine (8) form a hybrid power system, on the premise of ensuring the power output requirement of the main rotor, the fuel economy of the engine is improved as far as possible, pollutant emission is reduced, and the aims of energy conservation and emission reduction are achieved.
The tail rotor power system comprises a battery (10), a tail rotor motor and controller (15), and a tail rotor (16), wherein the tail rotor motor and controller (15) directly drive the tail rotor (16), so that a traditional transmission shaft can be omitted, the tail rotor structure is simplified, and the transmission efficiency and the control precision are improved.
The whole machine control system comprises a whole machine controller (1), a battery management system (11), an engine controller (9), a main rotor motor and controller (6) and a tail rotor motor and controller (15), wherein the battery management system (11) can estimate the SOC value of a battery (10), the engine controller (9) can control the opening of a throttle valve of an engine (8), and the whole machine controller (1) determines a specific working mode according to a formulated helicopter power configuration scheme, controls the controllers and realizes closed-loop control through signals of various sensors.
The rotor of the main rotor motor (6) is connected with the output end of the crankshaft of the engine (8), and functions of electric power assistance, power generation, engine starting, direct drive of the helicopter and the like can be realized.
The fuel tank (12) is connected to the engine (8) via a fuel line and supplies energy.
The battery (10) is connected with an external power grid through a plug (14) to obtain energy, and an energy obtaining way is expanded.
The battery (10) is connected with the main rotor motor and the controller (6) through an inverter/rectifier (13), and energy can be stored in the battery (10) or can be obtained from the battery (10) according to the running states of the main rotor motor and the controller (6), such as electric running and power generation running.
The control method of the hybrid power system for the helicopter comprises the following steps: when the helicopter is in a take-off stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6) and the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; after the engine rotates to a normal rotating speed, the first clutch (7) is gradually engaged to drive the engine (8) to start, so that the severe working condition of the engine during low-speed starting is avoided.
When the helicopter is in a climbing/hovering/accelerating stage, a first clutch (7) is engaged, a second clutch (5) is engaged, an engine (8) keeps a desired rotating speed and outputs rotation energy, a battery (10) supplies energy to a main rotor motor and a controller (6) through an inverter/rectifier (13), the main rotor motor and the controller (6) supply power, and the two power sources are mechanically coupled and then drive a main rotor (2) through a tail end gear box (4) and an automatic tilter (3); the battery (10) powers the tail rotor motor and controller (15) causing it to rotate the tail rotor (16).
When the helicopter is in a cruising flight stage, the first clutch (7) is engaged, the second clutch (5) is engaged, the engine (8) outputs rotation energy, and the main rotor (2) is driven independently through the tail end gearbox (4) and the automatic tilter (3); the engine (8) drives the main rotor motor and the rotor of the controller (6) to generate electricity, and energy is stored in the battery (10) through the inverter/rectifier (13); the battery (10) powers the tail rotor motor and controller (15) causing it to rotate the tail rotor (16).
When the helicopter is in a landing/pure electric flight stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and the controller (6), the tail rotor motor and the controller (15), so that the main rotor (2) and the tail rotor (16) are respectively driven to rotate, and the helicopter completes a landing/pure electric flight task.
When the helicopter is in the sudden engine failure stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6), the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; the first clutch (7) is gradually engaged to drive the engine (8) to start, and if the engine (8) is normally started, the engine (8) outputs rotation energy; if the engine (8) can not be started normally, the first clutch (7) is separated, secondary damage to the engine (8) is avoided, and the automatic inclinator (3) is adjusted in time to enable the helicopter to complete emergency landing.
When the helicopter is in a landing and flight stopping stage, the first clutch (7) is separated, the second clutch (5) is engaged, the engine (8) is closed, the main rotor motor and the conduction phase of the exciting current in the controller (6) are changed to generate reverse rotation, reverse electromotive force is generated, the braking energy of the main rotor (2) is recovered, and the energy is stored in the battery (10) through the inverter/rectifier (13).
Referring to fig. 2, in the present embodiment, a helicopter power configuration scheme is established on the basis of helicopter hybrid characteristics, after implementing helicopter "constant speed and variable pitch" control and determining a main rotor and a specific rotation speed of a power system thereof, power requirements under various flight states need to be combined according to characteristics of the power system to match the corresponding hybrid operation mode, and specific operation states of an engine and a main rotor motor are controlled, so as to achieve a goal of minimum fuel consumption.
The helicopter power configuration scheme, which needs to be studied in conjunction with both helicopter total power demand and battery SOC value, is further explained as shown in table 1, where: pd、Pe、PmRespectively the total power demand of the helicopter, the power of the engine, the power of the motor, Pm_a、Pm_mat、Pm_ch、Pe_matRespectively the auxiliary power of the motor, the matching power of the motor, the charging power of the motor, the matching power of the engine, Pe_eff_max、Pe_eff_optRespectively the maximum power of the low fuel consumption interval of the engine and the optimal power of the low fuel consumption interval of the engine, Pr_bBraking energy for the main rotor.
When the SOC value range of the battery is [0.7, 1], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and the auxiliary power of the motor; if the total required power is 'middle', the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine does not output power, and the motor outputs power matched with the actual requirement; if the total required power is negative, namely less than 0, the motor does not recover the braking energy of the main rotor;
when the SOC value range of the battery is [0.3, 0.7 ], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval and the auxiliary power of the motor is output; if the total required power is 'middle', the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; if the total required power is negative, namely less than 0, the motor recovers the braking energy of the main rotor;
when the SOC value range of the battery is (0, 0.3), if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine is matched with the power output according to the actual requirement; if the total required power is 'middle', when the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval, and charges the battery with redundant power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; if the total required power is negative, namely less than 0, the motor recovers the braking energy of the main rotor;
in the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," "disconnected," "engaged," and the like are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral part; the connection can be mechanical connection, electrical connection or oil connection; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The terms battery SOC value ranges of (0, 0.3), [0.3, 0.7), [0.7, 1], and total required power "large", "medium", "small", "negative" are used for descriptive purposes only and are not to be construed or limited to numerical values indicating or implying relative importance or implicitly indicating the indicated technical feature, and the specific meaning of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
TABLE 1
Claims (5)
1. A hybrid power system for a helicopter comprising: a main rotor power system, a tail rotor power system and a complete machine control system;
the main rotor power system includes: the hybrid power system comprises an engine (8), a main rotor motor and controller (6), a first clutch (7), a second clutch (5), a tail end gear box (4), an automatic inclinator (3), a main rotor (2) and a fuel tank (12), wherein the first clutch (7) is installed between the engine (8) and the main rotor motor and controller (6), the second clutch (5) is installed between the main rotor motor and controller (6) and the tail end gear box (4), the main rotor motor and controller (6) and the engine (8) form a hybrid power system, and the fuel tank (12) provides fuel for the engine;
the tail rotor power system includes: the tail rotor type electric vehicle comprises a battery (10), a tail rotor motor and controller (15) and a tail rotor (16), wherein the tail rotor motor and controller (15) directly drives the tail rotor (16), and the battery (10) supplies power for the tail rotor motor and controller (15);
the complete machine control system comprises: the system comprises a complete machine controller (1), a battery management system (11) and an engine controller (9), wherein the battery management system (11) estimates the SOC value of a battery (10), the engine controller (9) controls the opening of a throttle valve of an engine (8), and the complete machine controller (1) directly controls a tail rotor motor and controller (15), the battery management system (11), the engine controller (9), a main rotor motor and controller (6) and an automatic tilter (3);
the power distribution method of the hybrid power system of the helicopter comprises the following steps:
when the SOC value range of the battery is [0.7, 1], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and the auxiliary power of the main rotor motor; if the total required power is 'middle', the range is less than 1.2 times of rated power of the engine and more than or equal to 0.6 times of rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the main rotor motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine does not output power, and the main rotor motor outputs power in a matching way according to the actual requirement; if the total required power is negative, namely less than 0, the main rotor motor does not recover the braking energy of the main rotor;
when the SOC value range of the battery is [0.3, 0.7 ], if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval and the auxiliary power of the main rotor motor is output; if the total required power is 'middle', the range is less than 1.2 times of rated power of the engine and more than or equal to 0.6 times of rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval, and the main rotor motor outputs the auxiliary power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; if the total required power is negative, namely less than 0, the main rotor motor recovers the braking energy of the main rotor;
when the SOC value range of the battery is (0, 0.3), if the total required power is large and the range is more than or equal to 1.2 times of the rated power of the engine, the engine is matched with the power output according to the actual requirement; if the total required power is 'middle', when the range is less than 1.2 times of the rated power of the engine and more than or equal to 0.6 times of the rated power of the engine, the engine outputs the maximum power in a low fuel consumption interval, and charges the battery with redundant power; if the total required power is small and the range is less than 0.6 times of the rated power of the engine, the engine outputs the optimal power in a low fuel consumption interval and charges the battery with redundant power; if the total required power is negative, namely less than 0, the main rotor motor recovers the braking energy of the main rotor.
2. A hybrid system for helicopters, according to claim 1, characterized by the fact that the rotor of the main rotor motor is connected to the output of the crankshaft of the engine (8), performing the functions of electric power assistance, electric generation, starting the engine and direct drive of the helicopter.
3. A hybrid system for a helicopter according to claim 1, characterized in that said tail rotor power system further comprises a plug (14), said battery (10) being connected to an external power grid via said plug (14) for energy extraction, extending the energy extraction path.
4. A hybrid system for helicopters according to claim 1, characterized in that it further comprises an inverter/rectifier (13), said battery (10) being connected to the main rotor motor and controller (6) through the inverter/rectifier (13), and storing energy in the battery (10) or extracting energy from the battery (10) depending on the operating conditions of the main rotor motor and controller (6).
5. A control method for a hybrid system of a helicopter as claimed in claim 1, the method comprising:
when the helicopter is in a take-off stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6) and the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; after the engine rotates to a normal rotating speed, the first clutch (7) is gradually engaged to drive the engine (8) to start, so that the severe working condition of the engine during low-speed starting is avoided;
when the helicopter is in a climbing/hovering/landing stage, a first clutch (7) is engaged, a second clutch (5) is engaged, an engine (8) keeps a desired rotating speed and outputs rotation energy, a battery (10) supplies energy to a main rotor motor and a controller (6) through an inverter/rectifier (13), the main rotor motor and the controller (6) supply assistance, and the two power sources are mechanically coupled and then drive a main rotor (2) through a tail end gear box (4) and an automatic tilter (3); the battery (10) provides energy for the tail rotor motor and the controller (15) to drive the tail rotor (16) to rotate;
when the helicopter is in a cruising flight stage, the first clutch (7) is engaged, the second clutch (5) is engaged, the engine (8) outputs rotation energy, and the main rotor (2) is driven independently through the tail end gearbox (4) and the automatic tilter (3); the engine (8) drives the main rotor motor and the rotor of the controller (6) to generate electricity, and energy is stored in the battery (10) through the inverter/rectifier (13); the battery (10) provides energy for the tail rotor motor and the controller (15) to drive the tail rotor (16) to rotate;
when the helicopter is in a landing/pure electric flight stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and the controller (6), the tail rotor motor and the controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate, so that the helicopter completes a landing/pure electric flight task;
when the helicopter is in the sudden engine failure stage, the first clutch (7) is separated, the second clutch (5) is connected, and the battery (10) respectively provides energy for the main rotor motor and controller (6), the tail rotor motor and controller (15) so as to respectively drive the main rotor (2) and the tail rotor (16) to rotate; the first clutch (7) is gradually engaged to drive the engine (8) to start, and if the engine (8) is normally started, the engine (8) outputs rotation energy; if the engine (8) can not be started normally, the first clutch (7) is separated, secondary damage to the engine (8) is avoided, and the automatic inclinator (3) is adjusted in time to enable the helicopter to complete emergency landing;
when the helicopter is in a landing and flight stopping stage, the first clutch (7) is separated, the second clutch (5) is engaged, the engine (8) is closed, the main rotor motor and the conduction phase of the exciting current in the controller (6) are changed to generate reverse rotation, reverse electromotive force is generated, the braking energy of the main rotor (2) is recovered, and the energy is stored in the battery (10) through the inverter/rectifier (13).
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| CN110155344B (en) * | 2019-05-17 | 2021-01-12 | 清华大学 | Hybrid power unmanned helicopter energy control system and helicopter with same |
| CN110963050B (en) * | 2019-10-30 | 2021-07-20 | 河北淳博航空科技有限公司 | Multi-energy hybrid propulsion power system for unmanned aerial vehicle |
| CN112173134B (en) * | 2020-09-25 | 2023-03-03 | 中国直升机设计研究所 | Full-power emergency mode control method for three-power helicopter |
| US11866162B2 (en) * | 2020-12-01 | 2024-01-09 | Textron Innovations Inc. | Power management systems for electrically distributed yaw control systems |
| FR3122642B1 (en) | 2021-05-10 | 2024-01-19 | Ascendance Flight Tech | Energy management system for aircraft with a hybrid energy source comprising at least one rechargeable electricity source and an electricity generation source |
| CN114212274A (en) * | 2021-11-30 | 2022-03-22 | 电子科技大学 | Helicopter multi-power-source driving system experiment platform |
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