CN110155344B - Hybrid power unmanned helicopter energy control system and helicopter with same - Google Patents
Hybrid power unmanned helicopter energy control system and helicopter with same Download PDFInfo
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- CN110155344B CN110155344B CN201910410367.3A CN201910410367A CN110155344B CN 110155344 B CN110155344 B CN 110155344B CN 201910410367 A CN201910410367 A CN 201910410367A CN 110155344 B CN110155344 B CN 110155344B
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- 238000010248 power generation Methods 0.000 claims abstract description 22
- 230000000977 initiatory effect Effects 0.000 claims abstract description 8
- 230000000087 stabilizing effect Effects 0.000 claims description 30
- 238000001514 detection method Methods 0.000 claims description 13
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims description 3
- 230000002159 abnormal effect Effects 0.000 claims description 3
- 230000005856 abnormality Effects 0.000 claims description 3
- 230000008859 change Effects 0.000 claims description 3
- 238000011105 stabilization Methods 0.000 claims description 2
- 230000006641 stabilisation Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 7
- 239000007858 starting material Substances 0.000 description 5
- 238000011065 in-situ storage Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/10—Air crafts
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- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a hybrid power unmanned helicopter energy control system and a helicopter with the same, wherein the control system comprises an energy management system, and an engine, an initiation integrated motor and an airborne battery which are respectively connected with the energy management system; when the flight power demand of the helicopter is small, the energy management system controls the starting and generating integrated motor to be in a power generation state, and the redundant mechanical energy of the engine is converted into electric energy through the starting and generating integrated motor so as to be used for running of airborne electric equipment or/and stored in an airborne battery; when the flight power demand of the helicopter is high, the energy management system controls the starting and generating integrated motor to be in an electric state, so that the starting and generating integrated motor converts the electric energy stored in the airborne battery into mechanical energy and the mechanical energy output by the engine meets the requirement of the helicopter for flight. The control system can reduce the maximum power requirement on the engine of the helicopter, and can also make up the power loss of the engine to a certain extent when flying on the plateau.
Description
Technical Field
The invention relates to the technical field of aviation, in particular to a hybrid power unmanned helicopter energy control system and a helicopter with the same.
Background
The ascending limit of the unmanned helicopter is mainly determined by the plateau performance of an engine, and at present, in order to ensure that the unmanned helicopter meets the requirement of plateau flight, a method for increasing the output power of the engine in a high-altitude area is usually adopted, such as electronic turbocharging, exhaust gas turbocharging and the like, namely, the output power attenuation of the engine in a high-altitude environment is reduced by increasing the air inlet pressure of the engine.
However, the conventional method has some objective problems: the engine used by the first and the common small unmanned helicopters is mostly a piston engine, and the power of the engine is obviously reduced in a region with higher altitude due to thin air, so that the effective load of the unmanned helicopters in a plateau region is obviously reduced; secondly, the plateau performance of the engine is improved by using the electronic turbocharging, the output power of the engine can be improved to a certain extent, and the take-off weight of the unmanned helicopter on the plateau is further improved, and as the electronic turbocharger has higher power consumption, a part of the power of the engine also needs to be consumed; thirdly, the plateau performance of the engine can be improved by using the scheme of exhaust gas turbocharging, however, the exhaust gas turbocharging comprises devices such as an exhaust gas turbine and an intercooler, the size and the weight are both large, the empty weight of the helicopter can be increased for ensuring the installation of the devices, and part of the lift force increased on the plateau to a certain extent is used for increasing the weight increased by the exhaust gas turbine device; and thirdly, all the modification schemes need to modify the engine used by the unmanned helicopter and recalibrate the ECU, so that the workload is large.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a hybrid unmanned helicopter energy control system, which can reduce the maximum power requirement of the engine of the helicopter and can compensate the power loss of the engine to some extent when flying on the plateau.
According to the embodiment of the invention, the hybrid power unmanned helicopter energy control system comprises:
the system comprises an energy management system, and an engine, an initiation integrated motor and an airborne battery which are respectively connected with the energy management system;
when the flight power demand of the helicopter is small, the energy management system controls the starting and generating integrated motor to be in a power generation state, and the redundant mechanical energy of the engine is converted into electric energy through the starting and generating integrated motor so as to be used for running of airborne electric equipment or/and stored in the airborne battery;
when the flight power demand of the helicopter is high, the energy management system controls the starting and generating integrated motor to be in an electric state, so that the starting and generating integrated motor converts the electric energy stored in the onboard battery into mechanical energy and the mechanical energy output by the engine and the mechanical energy meet the requirement of the helicopter for flight.
According to the hybrid power unmanned helicopter energy control system, when the helicopter is in a flight state with low power demand, for example, when the helicopter flies before cruising, the energy management system controls the starting integrated motor to be in a power generation state, so that part of the output power of the engine is used for meeting the flight demand of the helicopter, and the surplus part of the output power of the engine can be converted into electric energy through the starting integrated motor and used for running or/and storing in an onboard battery of an onboard electric device. When the helicopter is in a flight state with high power demand, for example, when the helicopter flies forward or suspends at a low speed, the energy management system controls the starting and generating integrated motor to be in an electric state, so that the starting and generating integrated motor converts the electric energy stored in the onboard battery into mechanical energy and the mechanical energy output by the engine and the mechanical energy meet the requirement of the helicopter in flight. Therefore, the maximum power requirement of the engine of the helicopter can be reduced, and meanwhile, the power loss of the engine can be compensated to a certain extent when the helicopter flies on the plateau.
The hybrid power unmanned helicopter energy control system provided by the embodiment of the invention has the following advantages: first, when the helicopter flies in the high-altitude area, the electric energy is converted into the mechanical energy by using the starting integrated motor, so that the power loss of the engine can be compensated to a certain extent, and the task load of the helicopter in the high-altitude area is improved. Secondly, the actual maximum input power of the main rotor of the helicopter is equal to the maximum output power of the engine and the maximum electric power of the starting integrated motor, and the takeoff weight of the helicopter can be improved. And thirdly, compared with a pure electric helicopter, the engine is used as a power source of the helicopter in the flying stage before cruising, so that the time of flight of the helicopter can be effectively improved. Fourthly, the electric energy stored by the onboard battery is only used for compensating the engine in the flight states of the helicopter, such as take-off and landing, hovering and the like, the flight state lasts for a short time, and therefore the capacity of the onboard battery is increased to a low level.
According to one embodiment of the invention, the energy management system comprises an engine throttle opening detection module, a control module and an initiating integrated motor driving and voltage stabilizing module;
the engine throttle opening detection module detects throttle opening information of the engine in real time and judges whether the output power of the engine is surplus or not;
the control module determines an energy transfer mode according to the throttle opening information and the flight state information of the helicopter monitored by the control module, and gives a rotating speed control mode of the engine;
the starting and voltage-stabilizing module controls the starting and voltage-stabilizing motor to be in a power generation state or an electric state according to the rotating speed control mode of the engine given by the control module.
According to a further embodiment of the present invention, the rotation speed control mode of the engine is specifically: the control module adjusts the opening degree of a throttle valve of the engine to enable the engine and the main rotor to work at a rated rotating speed, or the starting integrated motor drives and the voltage stabilizing module adjusts the working state of the starting integrated motor to enable the engine and the main rotor to work at the rated rotating speed.
According to a still further embodiment of the invention, the energy transfer mode is performed as follows:
the engine throttle opening degree detection module is used for judging whether the output power of the engine meets the current flight requirement of the helicopter or not by detecting the throttle opening degree of the engine, and when the output power of the engine meets the current flight requirement of the helicopter, the throttle opening degree of the engine is adjusted by the control module to change the output power of the engine so as to maintain the engine and the main rotor to work at a rated rotating speed; meanwhile, the starting and voltage stabilizing module controls the starting and voltage stabilizing motor to be in a power generation state, and surplus mechanical energy of the engine is converted into electric energy through the starting and voltage stabilizing motor so as to be used for running of the onboard electric equipment or/and stored in the onboard battery;
when the engine throttle opening detection module detects that the throttle opening of the engine reaches a set threshold value, the starting and voltage stabilizing module controls the starting and voltage stabilizing module to control the starting and voltage stabilizing module to be in a power generation or electric state so as to maintain the engine and the main rotor to work at a rated rotating speed.
According to a still further embodiment of the present invention, when the throttle opening reaches a set threshold, the control module controls the throttle opening of the engine to be constant, and the power generation power of the starter-integration motor is reduced by the starter-integration motor driving and voltage stabilizing module to maintain the engine and the main rotor to operate at a rated rotation speed.
According to a further embodiment of the present invention, when the generated power is greater than zero, the power supplied to the onboard electric equipment is provided by the engine driving the starting and generating integrated motor and the onboard battery.
According to a still further embodiment of the present invention, when the generated power is equal to zero, the starter-alternator is in a non-operating state, the output power of the engine is fully supplied to the main rotor of the helicopter for providing lift, and the onboard battery supplies power to the onboard electric equipment.
According to a further embodiment of the present invention, when the throttle opening reaches a set threshold and the full output power of the engine cannot meet the requirement of the helicopter for current flight, the starter-generator driving and voltage stabilizing module controls the starter-generator to be in an electric state so as to maintain the engine and the main rotor to operate at a rated rotation speed.
According to a further embodiment of the invention, the control module also handles abnormal conditions of the flight status of the helicopter.
According to a still further embodiment of the present invention, when the control module monitors that the total output power of the hybrid unmanned helicopter energy control system is insufficient to meet the takeoff requirement of the helicopter, the helicopter lands in situ to finish takeoff.
According to a further embodiment of the invention, when the helicopter flies before cruising at a constant speed and the integrated starter motor is driven by the starter motor and the voltage stabilizing module to control the integrated starter motor to be in a power generation state, when the control module monitors that the onboard battery is in a non-charging state, the control module sends charging abnormality alarm information of the onboard battery, and a flight control system determines whether the helicopter is in return flight and landing or in-situ landing.
According to a still further embodiment of the present invention, when the helicopter is about to complete a flight mission, the control module monitors the electric quantity of the onboard battery, and when the electric quantity of the onboard battery is low, the control module sends out low-electric-quantity alarm information of the onboard battery, so that the helicopter continues to hover at a forward-flight speed to reduce the power required by the main rotor, and the onboard battery is charged with the remaining power of the engine; and when the electric quantity of the airborne battery meets the landing requirement, the helicopter enters a landing state.
The invention also provides a helicopter with the hybrid unmanned helicopter capacity control system in any one of the embodiments.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic composition diagram of a hybrid unmanned helicopter capacity control system according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of energy control transitions of a hybrid unmanned helicopter energy control system of an embodiment of the present invention.
FIG. 3 is a diagram of the substate energy control transitions of state 200 of FIG. 2.
Fig. 4 is a schematic energy transfer diagram for state 100 of fig. 2.
Fig. 5 is a schematic energy transfer diagram for state 201 of fig. 3.
Fig. 6 is a schematic energy transfer diagram for state 202 of fig. 3.
Fig. 7 is a schematic energy transfer diagram for state 203 of fig. 3.
Reference numerals:
hybrid unmanned helicopter energy control system 1000
Starting and generating integrated motor 3
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
The hovering power of the helicopter is larger than the power of the helicopter flying before cruising, and the helicopter needs to take off and land vertically due to the limitation of the take-off and landing site, so the required power for the helicopter to fly during the take-off and landing is larger, while the required power of the helicopter flying before cruising is lower, and the minimum power required for the helicopter flying before cruising is about half of the hovering power. The unmanned helicopter is provided with the starting and generating integrated motor, so that the unmanned helicopter can work in a power generation or electric state, and when the helicopter needs high power, the starting and generating integrated motor converts electric energy stored by an onboard battery into mechanical energy so as to meet the power requirement of the helicopter in flight; when the required power of the helicopter is low, the starting integrated motor works in a power generation state, and the surplus mechanical energy of the engine is stored in the airborne battery. Based on the inventive concept, the maximum power requirement of the helicopter engine 1 can be reduced, and meanwhile, the power loss of the engine can be compensated to a certain extent when the helicopter flies on the plateau.
A hybrid unmanned helicopter capacity control system 1000 according to an embodiment of the present invention will be described with reference to fig. 1 to 7.
As shown in fig. 1, a hybrid unmanned helicopter energy control system 1000 according to an embodiment of the present invention includes an energy management system 2, and an engine 1, an initiation all-in-one motor 3, and an on-board battery 4 respectively connected to the energy management system 2; when the flight power demand of the helicopter is small, the energy management system 2 controls the starting and generating integrated motor 3 to be in a power generation state, and the surplus mechanical energy of the engine 1 is converted into electric energy through the starting and generating integrated motor 3 so as to be used for the operation of the airborne electric equipment or/and stored in the airborne battery 4; when the required power for helicopter flight is high, the energy management system 2 controls the starting and generating integrated motor 3 to be in an electric state, so that the starting and generating integrated motor 3 converts the electric energy stored in the onboard battery 4 into mechanical energy and meets the requirement of helicopter flight together with the mechanical energy output by the engine 1.
According to the hybrid unmanned helicopter energy control system 1000 provided by the embodiment of the invention, when the helicopter is in a flight state with low power demand, for example, when the helicopter flies before cruising, the energy management system 2 controls the initiation integral motor 3 to be in a power generation state, so that a part of the output power of the engine 1 is used for meeting the flight demand of the helicopter, and a surplus part of the output power of the engine 1 can be converted into electric energy through the initiation integral motor 3 for the operation of onboard electric equipment or/and stored in the onboard battery 4. When the helicopter is in a flight state with high power demand, for example, when the helicopter flies forward or is in a suspension state at a low speed, the energy management system 2 controls the starting and generating integrated motor 3 to be in an electric state, so that the starting and generating integrated motor 3 converts the electric energy stored in the onboard battery 4 into mechanical energy and meets the flight condition of the helicopter together with the mechanical energy output by the engine 1. This makes it possible to reduce the maximum power demand on the engine 1 of the helicopter and to compensate for the power loss of the engine 1 to some extent even when flying on a plateau.
The hybrid unmanned helicopter energy control system 1000 according to the embodiment of the invention has the following advantages: first, when the helicopter flies in the high-altitude area, the electric energy is converted into the mechanical energy by using the starting integrated motor 3, so that the power loss of the engine 1 can be compensated to a certain extent, and the task load of the helicopter in the high-altitude area is improved. Secondly, the actual maximum input power of the main rotor of the helicopter is equal to the maximum output power of the engine 1 and the maximum electric power of the starting integrated motor 3, so that the takeoff weight of the helicopter can be improved. And thirdly, compared with a pure electric helicopter, the engine 1 is used as a power source of the helicopter in the flying stage before cruising, so that the time of the helicopter can be effectively improved. Fourthly, since the electric energy stored in the onboard battery 4 is only used for compensating the engine 1 in flight states of the helicopter, such as take-off and landing, hovering and the like, the flight state lasts for a short time, and therefore the capacity of the onboard battery 4 is increased.
As shown in fig. 1, according to the first embodiment of the present invention, the energy management system 2 includes an engine throttle opening degree detection module 21, a control module 22, and a starter-integrated motor driving and voltage stabilizing module 23; the engine throttle opening detection module 21 detects throttle opening information of the engine 1 in real time and judges whether the output power of the engine 1 is surplus; the control module 22 determines an energy transfer mode according to the throttle opening information and the flight state information of the helicopter monitored by the control module 22, and gives a rotating speed control mode of the engine 1; the starter-alternator driving and voltage-stabilizing module 23 controls the starter-alternator 3 to be in the power generation state or the motoring state according to the rotation speed control manner of the engine 1 given by the control module 22. Therefore, the requirement for the maximum power of the engine 1 of the helicopter can be effectively reduced, namely when the required power of the helicopter is small, the starting integrated motor 3 is in a power generation state, and surplus mechanical energy of the engine 1 can be converted into electric energy for the running of airborne electric equipment or/and the electric energy is stored in the airborne battery 4; when the flight power demand of the helicopter is high, the starting integrated motor 3 is in an electric state, and the electric energy stored in the airborne battery 4 can be converted into mechanical energy to meet the requirement of the helicopter for flight together with the mechanical energy output by the engine 1.
According to a further embodiment of the invention, the rotational speed of the engine 1 is controlled in the following manner: the control module 22 adjusts the throttle opening of the engine 1 to operate the engine 1 and the main rotor at the rated rotation speed, or the starter motor driving and voltage stabilizing module 23 adjusts the operating state of the starter motor 3 to operate the engine 1 and the main rotor at the rated rotation speed. Specifically, the control module 22 adjusts the throttle opening of the engine 1 to operate the engine 1 and the main rotor at the rated rotation speed, and at this time, the surplus mechanical energy of the engine 1 can be converted into electric energy through the starter-generator-integrated motor driving and voltage stabilizing module 23 to supply power to the onboard electric equipment or/and be stored in the onboard battery 4. The starting and voltage-stabilizing module 23 adjusts the working state of the starting and voltage-stabilizing integrated motor 3 to make the engine 1 and the main rotor operate at a rated rotation speed. That is to say, the starter-generator motor driving and voltage stabilizing module 23 controls the working state of the starter-generator motor 3 to ensure that the engine 1 and the main rotor operate at a rated rotation speed, so that the flight requirement of the helicopter can be met.
As shown in fig. 2 and 4, according to a further embodiment of the present invention, the energy transfer mode is performed as follows: the engine throttle opening degree detection module 21 judges whether the output power of the engine 1 meets the current flight requirement of the helicopter or not by detecting the throttle opening degree of the engine 1, and when the output power of the engine 1 meets the current flight requirement of the helicopter, the control module 22 adjusts the throttle opening degree of the engine 1 to change the output power of the engine 1 so as to maintain the engine 1 and the main rotor to work at a rated rotating speed; meanwhile, the starter-alternator driving and voltage stabilizing module 23 controls the starter-alternator 3 to be in a power generation state, and converts the surplus mechanical energy of the engine 1 into electric energy through the starter-alternator 3 for the operation of the onboard electric equipment or/and the storage of the electric energy in the onboard battery 4 (refer to state 100 in fig. 2 and fig. 4); when the engine throttle opening detection module 21 detects that the throttle opening of the engine 1 reaches a set threshold, the starter-motor driving and voltage stabilizing module 23 controls the starter-motor 3 to be in a power generation or electric state so as to maintain the engine 1 and the main rotor to operate at a rated rotation speed (refer to a state 200 in fig. 2).
As shown in fig. 3, according to a further embodiment of the present invention, when the throttle opening reaches the set threshold, the control module 22 controls the throttle opening of the engine 1 to be constant, and the power generated by the starter-alternator-motor 3 is reduced by the starter-alternator-drive and voltage-stabilization module 23 to maintain the engine 1 and the main rotor to operate at the rated speed. It can be understood that when the throttle opening reaches the set threshold, the threshold is usually selected to be 100% throttle opening or close to 100% throttle opening of the engine, at this time, the output power of the engine 1 reaches the maximum, and the engine 1 and the main rotor are ensured to work at the rated rotation speed by adjusting and reducing the generated power of the starting-up all-in-one motor 3 or increasing the electric power.
As shown in fig. 3 and 5, according to a further embodiment of the present invention, when the generated power is greater than zero, the power of the onboard electric equipment is supplied by the engine 1 driving the starter-alternator 3 and the onboard battery 4 together (refer to state 201 and fig. 5 in fig. 3). That is, when the throttle opening reaches the set threshold, the output power of the engine 1 is maximized, and the mechanical energy of the engine 1 can be satisfied when the main rotor operates at the rated speed, by reducing the generated power of the starter-alternator 3.
As shown in fig. 3 and 6, according to a further embodiment of the present invention, when the generated power is zero, the starter-alternator 3 is in a non-operating state, the output power of the engine 1 is fully supplied to the main rotor of the helicopter for providing lift, and the onboard battery 4 supplies power to the onboard electric devices (see state 202 and fig. 6 in fig. 3).
As shown in fig. 3 and 7, according to a further embodiment of the present invention, when the throttle opening reaches the set threshold and the total output power of the engine 1 cannot satisfy the current flight of the helicopter, the starter-generator driving and voltage stabilizing module 23 controls the starter-generator 3 to be in an electric state, so as to convert the electric energy in the on-board battery 4 into mechanical energy, and maintain the engine 1 and the main rotor to operate at the rated speed together with the mechanical energy output by the engine 1 (refer to state 203 and fig. 7 in fig. 3).
According to one embodiment of the invention, the control module 22 also handles abnormal situations of the flight status of the helicopter.
According to a further embodiment of the present invention, when the control module 22 monitors that the total output power of the hybrid unmanned helicopter energy control system 1000 is insufficient to meet the takeoff requirement of the helicopter, the helicopter lands in place to finish takeoff.
According to a further embodiment of the invention, when the helicopter flies before cruising at a constant speed and the starter-integration motor driving and voltage stabilizing module 23 controls the starter-integration motor 3 to be in a power generation state, when the control module 22 monitors that the onboard battery 4 is in a non-charging state, the control module 22 sends charging abnormality alarm information of the onboard battery 4, and the flight control system determines whether the helicopter is in return flight and landing or in-situ landing.
According to a further embodiment of the invention, when the helicopter is about to complete a flight mission, the control module 22 monitors the electric quantity of the onboard battery 4, and when the electric quantity of the onboard battery 4 is low, the control module 22 sends out low-electric-quantity alarm information of the onboard battery 4, so that the helicopter continues to hover at a forward flying speed to reduce the power required by the main rotor, and the onboard battery 4 is charged by using the residual power of the engine 1; and when the electric quantity of the airborne battery 4 meets the landing requirement, the helicopter enters a landing state.
The invention also proposes a helicopter provided with the hybrid unmanned helicopter capacity control system 1000 according to any one of the above embodiments.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (12)
1. A hybrid unmanned helicopter energy control system, comprising:
the system comprises an energy management system, and an engine, an initiation integrated motor and an airborne battery which are respectively connected with the energy management system;
when the flight power demand of the helicopter is small, the energy management system controls the starting and generating integrated motor to be in a power generation state, and the redundant mechanical energy of the engine is converted into electric energy through the starting and generating integrated motor so as to be used for running of airborne electric equipment or/and stored in the airborne battery;
when the flight power demand of the helicopter is high, the energy management system controls the starting and generating integrated motor to be in an electric state, so that the starting and generating integrated motor converts the electric energy stored in the onboard battery into mechanical energy and the mechanical energy output by the engine and the mechanical energy meet the requirement of the helicopter for flight;
the energy management system comprises an engine throttle opening degree detection module, a control module and an initiating and generating integrated motor driving and voltage stabilizing module;
the engine throttle opening detection module detects throttle opening information of the engine in real time and judges whether the output power of the engine is surplus or not;
the control module determines an energy transfer mode according to the throttle opening information and the flight state information of the helicopter monitored by the control module, and gives a rotating speed control mode of the engine;
the starting and voltage-stabilizing module controls the starting and voltage-stabilizing motor to be in a power generation state or an electric state according to the rotating speed control mode of the engine given by the control module.
2. The hybrid unmanned helicopter capacity control system according to claim 1, wherein said rotation speed control manner of said engine is specifically: the control module adjusts the opening degree of a throttle valve of the engine to enable the engine and the main rotor to work at a rated rotating speed, or the starting integrated motor drives and the voltage stabilizing module adjusts the working state of the starting integrated motor to enable the engine and the main rotor to work at the rated rotating speed.
3. The hybrid unmanned helicopter energy control system of claim 2 wherein said energy transfer mode is performed as follows:
the engine throttle opening degree detection module is used for judging whether the output power of the engine meets the current flight requirement of the helicopter or not by detecting the throttle opening degree of the engine, and when the output power of the engine meets the current flight requirement of the helicopter, the throttle opening degree of the engine is adjusted by the control module to change the output power of the engine so as to maintain the engine and the main rotor to work at a rated rotating speed; meanwhile, the starting and voltage stabilizing module controls the starting and voltage stabilizing motor to be in a power generation state, and surplus mechanical energy of the engine is converted into electric energy through the starting and voltage stabilizing motor so as to be used for running of the onboard electric equipment or/and stored in the onboard battery;
when the engine throttle opening detection module detects that the throttle opening of the engine reaches a set threshold value, the starting and voltage stabilizing module controls the starting and voltage stabilizing module to control the starting and voltage stabilizing module to be in a power generation or electric state so as to maintain the engine and the main rotor to work at a rated rotating speed.
4. The hybrid unmanned helicopter energy control system of claim 3 wherein said control module controls the throttle opening of said engine to be constant when the throttle opening reaches a set threshold, and reduces the generated power of said starter-alternator by said starter-alternator driving and voltage stabilizing module to maintain the operation of said engine and said main rotor at a rated speed.
5. The hybrid unmanned helicopter energy control system of claim 4 wherein when said generated power is greater than zero, said onboard electrical equipment is powered by said engine driving said starter-alternator and said onboard battery.
6. The hybrid unmanned helicopter energy control system of claim 4 wherein when said generated power is equal to zero, said starter-alternator is inactive and the output power of said engine is fully supplied to said main rotor of said helicopter for providing lift, and said onboard battery supplies power to said onboard electrical equipment.
7. The hybrid unmanned helicopter energy control system of claim 3 wherein when said throttle opening reaches a set threshold and the full output power of said engine is not sufficient for the current flight of said helicopter, said starter-alternator driving and voltage stabilization module controls said starter-alternator to be electrically powered to maintain said engine and said main rotor operating at a rated speed.
8. The hybrid unmanned helicopter energy control system of claim 2 wherein said control module also handles abnormal conditions of the flight state of the helicopter.
9. The hybrid unmanned helicopter energy control system of claim 8 wherein when the control module monitors that the total output power of the hybrid unmanned helicopter energy control system is insufficient to meet the takeoff requirement of the helicopter, the helicopter lands in place to terminate takeoff.
10. The hybrid unmanned helicopter energy control system of claim 8, wherein when the helicopter is flying before cruise at a constant speed and the starter-integrated motor driving and voltage stabilizing module controls the starter-integrated motor to be in a power generation state, when the control module monitors that the onboard battery is in a non-charging state, the control module sends charging abnormality warning information of the onboard battery, and a flight control system determines whether the helicopter is returning to the air and landing or landing in place.
11. The hybrid unmanned helicopter energy control system of claim 8 wherein said control module monitors the charge of said on-board battery when said helicopter is about to complete a flight mission, and when said on-board battery is low, said control module sends a low charge warning message to said on-board battery to allow said helicopter to continue hovering while maintaining forward flight speed to reduce the power demand on said main rotor, charging said on-board battery with the remaining power of said engine; and when the electric quantity of the airborne battery meets the landing requirement, the helicopter enters a landing state.
12. A helicopter having a hybrid unmanned helicopter energy control system according to any one of claims 1 to 11.
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| CN110905671B (en) * | 2019-11-20 | 2021-09-21 | 清华大学 | Power control method for unmanned helicopter and helicopter |
| CN111605714A (en) * | 2020-06-09 | 2020-09-01 | 湖南优玄科技有限公司 | Oil-electricity hybrid power transmission system for unmanned helicopter and use method thereof |
| CN111942598A (en) * | 2020-08-17 | 2020-11-17 | 天津轩云科技有限公司 | Unmanned aerial vehicle multi-source hybrid power energy management intelligent control system and method |
| CN113489394B (en) * | 2021-07-09 | 2023-08-18 | 钱江集团温岭正峰动力有限公司 | Engine-driven direct-current generator control method and system |
| CN113830312B (en) * | 2021-09-03 | 2023-12-26 | 北京航空航天大学苏州创新研究院 | Hybrid system for unmanned aerial vehicle and power supply control method |
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