CN114340998A - 用于不同飞行模式的混合功率系统 - Google Patents

用于不同飞行模式的混合功率系统 Download PDF

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CN114340998A
CN114340998A CN202080063076.2A CN202080063076A CN114340998A CN 114340998 A CN114340998 A CN 114340998A CN 202080063076 A CN202080063076 A CN 202080063076A CN 114340998 A CN114340998 A CN 114340998A
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power
battery
rotor
internal combustion
combustion engine
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P·辛哈
林德 D·范德
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Kitty Hawk Corp
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
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    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
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    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
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    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
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    • B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
    • B64D27/02—Aircraft characterised by the type or position of power plant
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    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control; Arrangement thereof
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
    • 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
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    • 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
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    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

提供了第一功率源、第二功率源和功率控制器，其中，包括第一功率源、第二功率源和功率控制器的载具能够在悬停模式和向前飞行模式之间的过渡模式下飞行。功率控制器在过渡模式期间选择第一功率源和第二功率源中的一个或多个来为包括在载具中的旋翼提供功率。

Description

用于不同飞行模式的混合功率系统
其它申请的交叉引用
本申请要求2019年10月9日提交的题为“具有倾转旋翼的固定翼飞行器”的美国临时专利申请No. 62/912,872的优先权，该申请通过引用的方式并入本文中用于所有目的。
背景技术
正在开发能够在密集的城市地区起飞和降落、开辟新的运输通道并且避开道路上的拥堵的新型飞行器。例如，Kitty Hawk公司正在开发一种新的电动垂直起降(eVTOL)倾转旋翼机，其可以在大约30英尺×30英尺的占地面积内起飞和降落。早期的原型已被制造和测试，并且载具的性能的进一步改善(例如，改善航程)将是值得期望的。
附图说明
本发明的各种实施例在以下详细描述和附图中公开。
图1A是示出了具有倾转旋翼的前掠固定翼载具的实施例的透视图。
图1B是示出了具有倾转旋翼的前掠固定翼载具的实施例的俯视图。
图2A是示出了边界层厚度的实施例的底视图，其中马达关闭。
图2B是示出了边界层厚度的实施例的底视图，其中马达开启。
图3A是示出了倾转翼配置的示例的图，该倾转翼配置具有相应的升力矢量、推力矢量和阻力。
图3B是示出了固定翼配置的示例的图，该固定翼配置具有前缘安装的倾转旋翼和相应的升力矢量、推力矢量和阻力。
图3C是示出了固定翼配置的实施例的图，该固定翼配置具有后缘安装的倾转旋翼和相应的升力矢量、推力矢量和阻力。
图4是示出了当主翼上的后缘安装的倾转旋翼关闭时产生的气流的实施例的图。
图5是示出了用于比较的前掠且锥形的机翼和平直翼的实施例的图。
图6A是示出了从悬停位置到巡航位置的起飞倾转变化的实施例的图。
图6B是示出了从巡航位置到悬停位置的降落倾转变化的实施例的图。
图7是示出了速度倾转图的实施例的图。
图8是示出了具有包括两个电池子系统的混合功率系统的载具的实施例的图。
图9是示出了具有混合功率系统的载具的实施例的图，该混合功率系统包括电池子系统和内燃机。
图10示出了载具的实施例的图，该载具具有巡航专用螺旋桨以及悬停和过渡专用倾转旋翼以及包括电池子系统和内燃机的混合功率系统。
具体实施方式
本发明能够以多种方式实施，包括作为：过程；设备；系统；物质的组成；体现在计算机可读存储介质上的计算机程序产品；和/或处理器，例如配置成执行存储在联接到处理器的存储器上和/或由该存储器提供的指令的处理器。在本说明书中，这些实施方式或本发明可采用的任何其它形式可以被称为技术。一般而言，在本发明的范围内，所公开的过程的步骤的顺序可以被变更。除非另有说明，描述为配置成执行任务的部件(如处理器或存储器)可以实施为临时配置成在给定时间执行任务的一般部件或实施为制造成执行该任务的特定部件。如本文所使用的，术语“处理器”是指配置成处理数据(如计算机程序指令)的一个或多个装置、电路和/或处理核心。
下面提供了本发明的一个或多个实施例的详细描述连同示出本发明原理的附图。本发明结合这样的实施例描述，但本发明不限于任何实施例。本发明的范围仅受权利要求书限制，并且本发明涵盖许多备选方案、变型方案和等同物。在以下描述中阐述了许多具体细节，以便彻底理解本发明。这些细节为了举例的目的而提供，并且本发明可以根据权利要求实施，而不需要这些具体细节中的一些或全部。为了清楚起见，未详细描述与本发明有关的技术领域中已知的技术材料，使得本发明不被不必要地掩盖。
本文描述了具有混合功率系统的电动垂直起降(eVTOL)倾转旋翼机的各种实施例。对于上下文和背景而言，首先描述载具的早期版本可能是有帮助的，该版本在所有功率系统中使用单一类型的单体和/或功率系(例如，所有电池具有带有相同类型的单体的相同设计)。然后，描述了具有混合功率系统的示例性eVTOL倾转旋翼机的各种实施例以及示例应用和/或好处。当然，本文描述的混合功率系统可以被用于其它载具。
图1A是示出了具有倾转旋翼的前掠固定翼载具的实施例的透视图。图1B是示出了具有倾转旋翼的前掠固定翼载具的实施例的俯视图。在所示的示例中，主翼(100a和100b)是固定翼，其以固定方式或位置附接到机身(102a和102b)。换句话说，主翼不是能够旋转的倾转翼。主翼(100a和100b)还是前掠的(例如，相对于俯仰轴线)。例如，对于具有鸭翼的飞行器实施例(如在此所示)，前掠角可以在大约14°和16°之间的θ掠，或对于没有鸭翼的飞行器实施例，前掠角可以高达35°。
在该示例中，主翼(100a和100b)具有附接到主翼的后缘的六个旋翼(104a和104b)。这种配置中的旋翼或螺旋桨有时被称为推进式螺旋桨(例如，因为至少当螺旋桨在其向前飞行位置时，螺旋桨在机翼后面并且向前“推动”载具)。向前飞行模式在本文中有时被称为巡航模式。为了清楚起见，主翼上的这些旋翼有时被称为主翼旋翼(例如，为了将它们与附接到鸭翼的旋翼区分)。当然，在这里示出的旋翼的数量仅仅是示例性的，而不意味着是限制性的。
除了六个主翼旋翼之外，还存在附接到鸭翼(108a和108b)的两个旋翼(106a和106b)。这些旋翼有时被称为鸭翼旋翼。鸭翼比主翼更薄，因此与主翼旋翼不同，鸭翼旋翼附接到鸭翼的远端，而不是鸭翼的后缘。
该示例中的所有旋翼都是倾转旋翼，这意味着它们能够在两个位置之间倾转或以其它方式旋转。在这里所示的附图中，旋翼在巡航(例如，向前飞行、向后朝向等)位置。在该位置，旋翼围绕(例如，基本上)纵向的旋转轴线旋转，使得它们提供(基本上)向后的推力。当旋翼在该位置时，使倾转旋翼载具保持在空中的升力来自主翼(100a和100b)和鸭翼(108a和108b)上方的气流。在该特定示例中，倾转旋翼范围的旋转范围具有大约0°-5°的最小角度位置和大约90°-95°的最大角度位置。该范围是特定于设计和/或实施方式的。
旋翼还可以向下倾转，以处于悬停(例如，垂直起降、向下朝向等)位置(未示出)。在该第二位置，旋翼围绕(例如，基本上)竖直的旋转轴线旋转，使得它们提供(基本上)向下的推力。在这种配置中，使倾转旋翼载具保持在空中的升力来自旋翼的向下气流。
一般而言，倾转旋翼当被定向为基本上向下输出推力时，允许飞行器执行垂直起降(VTOL)。这种模式或配置(例如，在飞行器作为整体的飞行方式方面和/或具体在倾转旋翼的位置方面)有时被称为悬停。执行垂直起降的能力允许飞行器在没有飞机场和/或跑道的区域起飞和降落。一旦升空，倾转旋翼(如果期望)改变位置以(基本上)向后代替向下输出推力。这允许飞行器以对于向前飞行更有效的方式飞行；这种模式或配置有时被称为巡航。
鸭翼是有用的，因为其可以首先失速(例如，在主翼之前)，从而产生大量俯仰力矩并且在失速时不会损失太多升力，而主翼失速每改变俯仰力矩一次就损失大量升力(例如，造成整个飞行器下降或坠落)。因此，与在没有鸭翼的情况下相比，在具有鸭翼的情况下失速可能是更良性的。鸭翼失速行为与前掠翼结合是特别有益的，因为主翼的失速如果在翼根处可产生不利的俯仰力矩，并且如果在翼尖处可产生较大且危险的翻转力矩。此外，鸭翼可以在低空速下产生升力并且增加CL最大(即最大升力系数)，并且提供支杆以使鸭翼马达保持或以其它方式附接。
在一些实施例中，用于将旋翼附接到鸭翼和/或主翼的挂架(110a和110b)包括一些铰链和/或旋转机构，使得倾转旋翼可以在所示的两个位置之间旋转。可以使用任何适当的铰链机构。例如，对于超轻型飞行器，存在非常严格的重量要求，并且因此可能期望一种轻量化解决方案。备选地，也可以使用固定倾转解决方案来满足非常严格的重量要求。
在一些实施例中，飞行器设计成使得主翼(100a和100b)和鸭翼(108a和108b)能够提供足够的升力，以在紧急情况期间需要时执行滑翔机式降落。例如，一些超轻型标准或规格要求在一个或多个旋翼故障时能够安全降落，并且执行滑翔机式降落的能力将满足该要求。将固定翼用于主翼(例如，与倾转翼相比)的一个好处是，不存在机翼卡在错误位置(例如，悬停位置)的危险，在该错误位置，滑翔机式降落是不可能的，因为机翼位置不适合滑翔机式降落。
具有后缘安装的倾转旋翼的固定翼的另一个好处是在从悬停位置到巡航位置(或反过来)的过渡期间的失速行为(或缺乏失速行为)。对于倾转翼，在过渡期间，倾转翼的迎角改变，这增加了失速的风险。具有后缘安装的倾转旋翼的固定翼不改变机翼迎角(例如，即使旋翼被关闭/开启或倾转旋翼被移位)。另外，这种配置增加了在主翼上方的动态压力和循环，这大大改善了过渡期间的行为(例如，从悬停位置到巡航位置或反过来)。换言之，与倾转翼(作为示例)相比，利用具有后缘安装的倾转旋翼的固定翼可以更快速和/或更有效地执行过渡。
与具有倾转旋翼的固定翼载具(例如，与倾转翼相比)相关联的另一个好处是使用了更小的质量分数用于(多个)倾转致动器。即，用于多个倾转旋翼的多个致动器(仍然)包括比用于倾转翼的单一重型致动器更小的质量分数。倾转旋翼的故障点也更少，因为与倾转翼的单一(和重型)致动器相比，存在多个致动器。另一个好处在于，与倾转翼设计相比，固定翼使过渡(例如，在巡航模式或位置与悬停模式或位置之间)更稳定和/或更快速。
在一些实施例中，旋翼是可变桨距螺旋桨，当旋翼在悬停位置与巡航位置时，所述可变桨距螺旋桨具有不同的叶片桨距。例如，当在巡航位置与悬停位置时，不同的叶片桨距(的范围)可以实现更有效的操作或飞行。当旋翼在巡航位置时，将叶片桨距调至“巡航桨距”(例如，大约26°)实现有利于巡航的较低的正面面积(例如，较低的阻力)。当旋翼在悬停位置时，将叶片桨距调至“悬停桨距”(例如，大约6°)实现有利于悬停的较高的桨盘面积。换句话说，一个叶片桨距可能非常适合巡航模式，但不适合悬停模式，反之亦然。可变桨距螺旋桨的使用实现了更好的(例如，整体)效率，从而导致更少的功率消耗和/或增加的飞行航程。
以下图示出了与图1A和1B中所示的示例性飞行器相关联的各种好处。
图2A是示出了边界层厚度的实施例的底视图，其中马达关闭。在该示例中，层流伸延线200a,202a和204a示出了在主翼的不同区域处的层流伸延。在该示例中，假设飞行器正在巡航(例如，沿基本上向前的方向飞行)。如图1A和1B中所示，在该实施例中，主翼旋翼(206)附接到主翼(208)的后缘。下图示出了旋翼开启时的边界层厚度。
图2B是示出了边界层厚度的实施例的底视图，其中马达开启。在该示例中，马达开启，并且旋翼具有30m/s的出口气流速度。在马达开启的情况下，朝向机翼后部形成了低压区域，这增加了主翼上的层流伸延。例如，参见相应于图2A中的层流伸延线200a,202a和204a的层流伸延线200b,202b和204b。这两组的比较示出，前两个位置(即，在200a/200b和202a/202b处)的层流伸延增加。由于来自鸭翼旋翼(210)的干扰，最后一个位置(即，204a/204b)仅具有略微更长的层流伸延长度。
来自主翼旋翼的阻力(更确切地说，来自用于将主翼旋翼附接到主翼的挂架的阻力)隐藏在来自主翼的气流的尾流中。例如，参见图2A，其更清楚地示出了挂架(220)连接或以其它方式附接在层流伸延的范围(222)中的大部分后方。对于在这里所示的实施例，挂架还能够保持远离主翼的边界层厚度中的一些，这意味着挂架具有单位表面积更低的阻力。与其它一些备选的设计或配置相比，这改善了阻力。以下图更详细地描述了这一点。
图3A是示出了倾转翼配置的示例的图，该倾转翼配置具有相应的升力矢量、推力矢量和阻力。在该示例中，固定旋翼(300)以固定位置或角度附接到倾转翼(302)。这是上述(多个)飞行器实施例的一种备选的布置结构。为了向后或向下引导由固定旋翼(300)产生的气流，倾转翼(302)旋转。如在这里所示，对于这种配置，在倾转翼的后缘处存在阻力(304)，这是不期望的。
在这里还示出了该配置的升力(306)和推力(308)，其中倾转翼在过渡的中间(例如，在巡航位置和悬停位置之间)示出。如这里所示，升力(306)和推力(308)基本上彼此正交，这是低效的。换句话说，倾转翼在其过渡期间效率是低效的。
图3B是示出了固定翼配置的示例的图，该固定翼配置具有前缘安装的倾转旋翼和相应的升力矢量、推力矢量和阻力。在该示例中，倾转旋翼(320)附接到固定翼(322)的前缘。这是上述(多个)飞行器实施例的另一种备选的布置结构。还示出了该布置结构的相应的阻力(324)和推力(326)。利用这种配置不产生有用的升力，并且因此这里没有示出升力矢量。
图3C是示出了固定翼配置的实施例的图，该固定翼配置具有后缘安装的倾转旋翼和相应的升力矢量、推力矢量和阻力。在该示例中，倾转旋翼(340)附接到固定翼(342)的后缘。在这种配置中，由于后缘安装的倾转旋翼(例如，主要是由于其挂架，未示出)而产生的阻力隐藏在来自主翼的气流的尾流中。因此，不存在(至少由于倾转旋翼(340)而产生的)阻力。
后缘安装的倾转旋翼(340)相对于固定翼(342)的位置也将空气(344)抽吸到固定翼上方，在这之后空气转向或弯曲通过旋翼并且向下。这种在机翼上方的流动转向产生相对较大的诱导升力(346)，如在这里所示。这里还示出了由于旋翼而产生的推力矢量(348)。应注意的是，诱导升力(346)和推力(348)基本上在相同的方向上(即，两者都基本上向上指向)，这是一种更有效的布置结构，包括在过渡期间。换言之，与其它旋翼和机翼布置相比，使用具有后缘安装的倾转旋翼的固定翼在过渡期间产生更小的阻力和改善的效率(例如，由于升力和推力矢量现在基本上沿相同的方向指向)。例如，请分别注意图3A和图3B中的阻力304和阻力324，以及图3A中的升力306和推力308的正交位置。
以下图更详细地示出了流动转向的实施例。
图4是示出了当主翼上的后缘安装的倾转旋翼关闭时产生的气流的实施例的图。在该示例中，示出了倾转旋翼机(400)，但出于比较目的，主翼旋翼关闭。在旋翼关闭的情况下，气流流入(402)和气流流出(404)基本上沿相同的方向移动。即，气流在其通过旋翼时不转向(例如，向下)。
除了旋翼开启之外，倾转旋翼机420示出了与倾转旋翼机400相同的载具。在该示例中，气流流入(422)和气流流出(424)具有明显不同的方向，并且在气流通过所示的示例性倾转旋翼机的旋翼时存在明显的转向或弯曲。如上面所述，这引起了明显的升力，这是期望的，因为消耗的功率更少和/或倾转旋翼机的航程增加。
在该示例中，主翼旋翼(426)在悬停位置。如这里所示，这些旋翼略微变俯仰或以其它方式斜置(例如，其中主翼旋翼的顶部略微向前指向，并且底部略微向后指向)。在该图中，倾转量示出为θ俯仰(428)，并且在一些实施例中是大约90°的旋转范围或移动(例如，当在巡航位置时从水平面向上～3°(例如，为了最小阻力)并且当在悬停位置时从水平面向下～93°度，这产生了～96°的旋转范围)。尽管旋翼的这种斜置或俯仰对于发生流动转向不是绝对必要的，但在一些实施例中，主翼旋翼在一定程度上斜置或以其它方式俯仰，以增加或以其它方式优化流动转向的量。在一些实施例中，鸭翼旋翼类似地俯仰。应注意的是，倾转旋翼机420在机头向上的位置示出，并且因此竖直轴线(例如，相对于倾转旋翼机)不垂直于地面和/或参考系。
在一些实施例中，当旋翼在悬停位置时，旋翼(例如，主翼旋翼和/或鸭翼旋翼)远离机身略微向外翻转或以其它方式斜置。在一些实施例中，该翻转(例如，向外)是大约10°以获得更大的偏航权限。
在一些实施例中，主翼除了是前掠的之外，还是锥形的(例如，机翼向外向翼尖变窄)。以下图描述了各种机翼和/或机尾实施例。
图5是示出了用于比较的前掠且锥形的机翼和平直翼的实施例的图。在所示的示例中，机翼500是没有锥形化的平直翼(例如，机翼从中心到翼尖是相同的宽度)。示例性的旋翼(502)在平直翼(500)的后缘处示出。
由点划线指示的推力中心(504)由旋翼的位置或布置结构决定，并且伸延穿过主翼旋翼(502)的中心。为了简单起见，在该示例中忽略了鸭翼旋翼。升力中心基于机翼的形状。对于如机翼500这样的矩形翼，由实线指示的升力中心(506)沿着机翼中心伸延。空气动力中心的计算更复杂(例如，空气动力中心取决于机翼的横截面等)，并且由虚线指示的空气动力中心508对于这种类型的机翼是示例性的和/或典型的。
如这里所示，平直翼(500)及其相应的主翼旋翼(502)的布置结构产生推力中心(504)，该推力中心离升力中心(506)以及空气动力中心两者都相对较远。这种分离是不期望的。更具体地说，当主翼旋翼(502)在悬停位置时，如果推力中心(504)远离升力中心(506)，那么过渡(例如，在飞行器作为整体移动的背景下，如从基本上向上飞行切换到基本上向前飞行，或反过来)将产生非常大的力矩，并且可能倾覆载具或阻止加速或稳定性并且/或者需要庞大的和/或非最佳的推进系统。在巡航中，如果推力中心(504)远离升力中心(506)，就不那么重要(例如，因为推力力矩更小并且更容易由空气动力力矩平衡)，但这仍然是不期望的。
相比之下，前掠且锥形的机翼(520)及其相应的旋翼(522)的沿后缘的布置结构产生彼此更接近的推力中心(524)、升力中心(526)和空气动力中心(528)。例如，机翼的前掠使旋翼在不同程度上向前移动。这引起推力中心向前移动(例如，朝向前缘和朝向其它中心)。机翼的锥形化阻止空气动力中心和升力中心由于前掠而向前位移过多(并且更重要的是，远离推力中心)。例如，对于没有锥形化的前掠翼(未示出)，推力中心将向前移动与空气动力中心和升力中心大致相同的量，并且将导致三个中心之间的分离比这里在机翼520中所示的更大。
前掠且锥形的机翼的一些其它好处包括更好的飞行员可视度，以及更好的机身与主翼接合位置(例如，使得主翼梁可以在飞行员座位后面穿过，而不穿过飞行员)。此外，锥形减少了机翼力矩，并使马达的推力中心更靠近机翼与机身的附接部，当以飞行方向为参考时，因此从机翼到机身承载的力矩更少，尾梁更短(例如，这减轻了飞行器的重量)，并且改善了俯仰稳定性。
以下图描述了旋翼在巡航位置和悬停位置之间的示例性倾转过渡。
图6A是示出了从悬停位置到巡航位置的起飞倾转变化的实施例的图。在一些实施例中，示例性倾转旋翼机在(例如，基本上竖直地)起飞之后不久执行该过渡。应注意的是，这种倾转过渡是可选的，并且飞行器可以完全在旋翼在悬停位置的情况下飞行(尽管不是最佳性能)。例如，如果倾转动作存在风险并且最好在更高的高度上进行该动作，就可以这样做。
倾转旋翼机600示出了在其执行竖直起飞之后的示例性飞行器。在这里所示的这种状态下，主翼旋翼和鸭翼旋翼在悬停位置(例如，围绕基本上竖直的旋转轴线旋转，使得旋翼产生基本上向下的推力)。
然后，倾转旋翼机从完全向上的移动方向过渡到具有至少一些向前运动的移动方向，其中旋翼继续在悬停位置，直到倾转旋翼机达到开始过渡的某个期望高度(602)。换句话说，载具首先过渡，并且然后改变旋翼的倾转。在一个示例中，倾转旋翼机开始从悬停位置到巡航位置的旋翼倾转变化的高度是足够高的高度，以便在过渡期间出现问题的情况下存在恢复时间。在悬停位置和巡航位置之间切换旋翼是风险较大的时间，其中出现问题(例如，旋翼故障、旋翼卡住等)的可能性更高。尽管倾转旋翼机可能具有用于恢复的系统和/或技术(例如，通过使其余的旋翼输出更大推力来补偿旋翼失效、展开降落伞等)，但这些系统和/或技术需要时间(即，足够的高度)来工作。
从位置602，倾转旋翼机基本上向前飞行并且将倾转旋翼从悬停位置(例如，其中推力基本上向下输出)移动到巡航位置。一旦在巡航位置604，旋翼围绕基本上纵向的轴线旋转，使得它们输出向后的推力。
图6B是示出了从巡航位置到悬停位置的降落倾转变化的实施例的图。例如，示例性倾转旋翼机可以在竖直降落之前执行这种过渡。与之前的过渡一样，该过渡是可选的。例如，如果期望，示例性倾转旋翼机可以使倾转旋翼保持在巡航位置并且执行滑翔机式降落，而不是竖直降落。
倾转旋翼机610示出了在巡航位置的旋翼。当沿基本上向前的方向飞行时，倾转旋翼从610处所示的巡航位置移动到612处所示的悬停位置。在倾转旋翼在悬停位置(612)的情况下，倾转旋翼以一些向前移动下降到位置614(至少在该示例中)，从而保持(更)低的功率使用，并且在马达或其它部件故障的情况下保留较好选择(例如，倾转旋翼机可以给旋翼增加功率并且退出降落过程或路径)，直到其最终降落在地面上。
图7是示出了速度倾转图的实施例的图。在所示的图中，x轴示出了飞行器的向前速度，并且y轴示出了倾转(例如，倾转翼或倾转旋翼的位置或角度)，其范围从(例如，最小)巡航位置(700)到(例如，最大)悬停位置(702)。
第一操作包络(704)，其以实线边界示出并且填充有网格图案，与倾转翼飞行器相关联。例如，参见图4中的倾转旋翼机400和图3A中的倾转翼302和固定旋翼300。第二操作包络(706)，其以虚线边界和灰色填充示出，与具有带有后缘安装的倾转旋翼的前掠且固定的机翼的(例如，类似的)飞行器相关联。例如，参见上述实施例。
在这里所示的图中，倾转旋翼操作包络(706)是倾转翼操作包络(704)的超集，这表明前者的飞行器配置比后者更安全和/或更适航，并且还能够在类似的倾转位置处飞行得更快和更慢。对于固定翼，机翼已经(和/或始终)沿(向前)行进方向指向。当倾转旋翼在或接近(例如，最大)悬停位置(702)时，载具几乎可以一直飞行到失速速度(例如，V2)，而不必将马达向上倾转到巡航位置。应注意的是，例如，倾转旋翼操作包络(706)可以一直停留在(例如，最大)悬停位置(702)直到V2。与倾转翼操作包络(704)相比，这极大增加了倾转旋翼操作包络(706)的操作状态。例如，请注意倾转翼操作包络(704)上方的所有灰色区域。
可以有助于在悬停位置或接近悬停位置的倾转旋翼配置的扩展操作包络的另一个效应包括流动转向(例如，参见图4)。主翼上方的流动转向引起一些额外的升力。在一些实施例中，当在正常悬停时(例如，在最小倾转位置700)，通过将主翼旋翼从直接向下以略微向后的角度倾转来放大或优化这种流动转向及其产生的升力。
相比之下，当倾转翼在(例如，最大)悬停位置(702)向上倾转时，倾转翼呈现出较大的正面面积。因此，倾转翼不能够以任何合适的速度向前飞行直到处于或接近完全(例如，最小)巡航位置(700)或几乎如此。
暂时回到图1A和1B，倾转旋翼载具的早期原型使用具有单一类型的电池单体的电池系统，以简化设计。例如，锂电池单体往往是高放电率(即，能够输出高电流水平)或高能量，但不是兼具两者(例如，因为通常随着放电率容量增加，能量容量降低)。例如，能量密度小于或等于190Wh/kg的电池和/或单体通常能够支持高电流消耗并且相应地被认为或分类为高放电率，而能量密度大于或等于235Wh/kg的那些被认为或归类为高能量。早期原型使用的电池单体是两者之间的折衷，以便使用单一类型的单体，这降低了设计复杂性。由于载具的其余部分更多地与现有载具不同，因此期望的是，在早期原型中尽可能保持设计简单性。
对于载具的后续版本和/或原型，增加载具的航程是期望的性能改善。混合功率系统(例如，包括在飞行期间的不同时间或模式下使用的两个或更多个不同的功率系统)比使用具有单一类型的单体的电池系统更复杂(例如，因为具有混合功率系统的载具需要在飞行期间以安全的方式开启和关闭各种功率系统，以及其它设计考虑)，但航程的增加使该权衡是值得的。
下图描述了可以用于上述倾转旋翼载具的混合功率系统的各种实施例。首先，描述了具有两种类型的电池的混合功率系统的实施例。然后，描述了具有电池和内燃机的混合功率系统的实施例。应注意的是，这里描述的混合功率系统可以适用于其它类型的载具，而不仅仅是在这里描述的示例性倾转旋翼载具。
图8是示出了具有包括两个电池子系统的混合功率系统的载具的实施例的图。在所示的示例中，倾转旋翼载具包括一个高放电率电池(800)和五个高能量电池(802)。在该示例中，高放电率电池(800)具有～180Wh/kg的能量密度，并且占电池总重量的～15%，而高能量电池(802)具有～270Wh/kg的能量密度。高能量电池在其放电率方面更受限，但适合于巡航飞行的功率需求。
例如，考虑图6A中所示的飞行序列。对于悬停状态(图6A中的600)和过渡状态(图6A中的602)需要相对较高的放电率，因为在这些飞行模式期间需要来自旋翼的更大推力(例如，因为机翼上有很少的升力或没有升力，使得升力中的全部或大部分来自旋翼)。相比之下，在巡航期间(图6A中的604)，需要的功率低得多，大约为悬停期间所需功率的30%。为此，在竖直起飞期间(即，图6A中的悬停模式600)和当载具从悬停模式过渡到向前飞行(图6A中的602)时，将高放电率电池(800)用于供应功率至倾转旋翼。在向前飞行或巡航状态(图6A中的604)中，将高能量电池(802)用于供应功率。
这里示出的示例性混合功率系统的好处是，与最初用于早期原型的早期非混合功率系统(例如，具有单一类型的电池单体)相比，其增加了(例如，巡航)航程。例如，最初的电池系统使用单一类型的单体，其具有～200Wh/kg的能量密度，这是折衷值。这导致，需要更多的单体以获得对于飞行的耗能悬停阶段和过渡阶段所需的总体电流水平。这种折衷策略的最终结果是，(例如巡航)航程低于示例性混合功率系统提供的航程。例如，这里所示的示例性混合功率系统可以产出超过早期的非混合功率系统～15%的巡航电池容量和巡航航程增加。
如该示例中所示，在一些实施例中，第一功率源(例如，在混合功率系统中)包括能量密度小于或等于190Wh/kg的高放电率电池，并且第二功率源(例如，在混合功率系统中)包括能量密度大于或等于235Wh/kg的高能量电池。在一些实施例中，在过渡模式期间，功率控制器配置成选择高放电率电池来为载具中的旋翼提供功率，并且选择高能量电池来为旋翼提供功率。在一些实施例中，高放电率电池的重量小于或等于电池总重量的20%。
在使用混合功率系统时的一个考虑因素是决定何时改变供应功率至倾转旋翼的功率子系统。在一个示例中，在竖直起飞之后，电流传感器监测总线电流，并且当飞行器在巡航模式时，随着来自马达的电流消耗下降并且稳定，功率源从高放电(800)切换到高能量(802)电池。即，在起飞序列期间切换的测试可以基于载具处于哪种飞行模式或状态(例如，飞行计算机或控制器可以具有值为HOVER_ST、TRANS_ST或FF_ST的飞行状态变量)以及平均电流消耗(例如，在移动的时间窗口内)是否小于或等于某个阈值。
在某些情况下，触发用于为倾转旋翼提供功率的功率子系统中的变化的阈值或状态对于起飞序列(例如，悬停、过渡和向前飞行序列)与降落序列(例如，向前飞行、过渡和悬停序列)是不同的。例如，如上述的电流传感器可以被用于确定起飞期间何时从高放电切换到高能量。然而，在降落期间，尤其在最后接近阶段，即使旋翼倾转到悬停模式，随着飞行器正在下降，电流消耗也保持较低。随着载具接近地面，电力消耗会突然增加，从而需要非常靠近地面的功率源切换，并且在切换传动装置故障的情况下未留任何空间。在这种情况下，无论电流消耗如何，都可能期望在解除过渡阶段开始时(例如，飞行状态变量从FF_ST过渡到TRANS_ST)就切换功率源，而不是等到靠近地面时功率需求增加。
在飞行器混合功率系统中的重要考虑因素是如何在不同功率源之间安全切换。在一个示例中，为了安全起见，通过使用多于一个电子激活的基于机械或半导体的开关来进行切换，所述开关尺寸设定成使得即使任何一个开关故障，系统也将工作。此外，为了安全起见，开关可以选择成使得它们在一个电源的开路位置故障，但对于另一个电源闭合，由此防止两个电池组同时连接到总线或两个电池组都没有连接到总线的情况。
在一些实施例中，混合功率系统包括电池和内燃机。以下图描述了这方面的各种示例。如下面将更详细描述的那样，在一些实施例中，存在一个或多个巡航专用(即，固定)螺旋桨，所述螺旋桨用于向前飞行模式(并且可能在一定程度上在过渡模式期间)，但不用于悬停模式。
图9是示出了具有混合功率系统的载具的实施例的图，该混合功率系统包括电池子系统和内燃机。在所示的示例中，在巡航模式期间，内燃机(例如，包括燃料箱(900)和具有变速箱(902)的发动机)经经由发动机-发电机轴(906)驱动发电机(904)，其中功率电子设备(908)控制通过内燃机产生电气功率用于电动倾转旋翼。在悬停模式期间，由内燃机供应的电气功率由电池补充(910)。
在一些实施例中，发电机(904)用于在巡航阶段期间(例如，缓慢地)给电池(910)充电。例如，由于电池仅在悬停模式期间使用(例如，用于起飞和降落)，电池可以在巡航模式期间进行充电，因为它们在此期间不放电。这可以增加载具在降落期间的可用悬停时间(如果降落区被占用并且在降落区被清空时载具需要悬停，这可能是有吸引力)并且/或者允许使用更小容量(且因此更轻)的电池。
为了进行比较，假设载具的早期原型配备有100kg的电池组(例如，具有单一类型的单体的非混合电池系统)。对于这里所示的示例性混合系统，假设图8中的高放电率电池被用于电池(910)。如果是这样，该混合示例中的电池部分(910)将重达～16kg。混合功率的内燃机部分(例如，包括燃料箱(900)和具有变速箱的发动机(902))连同其流体和支持系统占据～38kg的重量。发电机(904)和功率电子设备(908)占据～16kg。这留下了～30kg用于燃料，与比较的非混合电池配置相比，这使巡航航程增加了50%。尽管复杂性、安全挑战(例如，由于易燃液体)、噪音和振动问题增加，但增加的航程可能使该权衡对于更远航程的应用是值得的。另外，与图8中所示的混合示例不同，在该实施例中，功率子系统中的一个(内燃机)始终是开启的。出于安全原因，这可能是有吸引力的，因为不存在第一功率子系统关闭并且第二功率子系统无法开启的机会。
如该示例中所示，在一些实施例中，第一功率源(例如，在混合系统中)包括内燃机，第二功率源包括(例如，高放电率)电池；在过渡模式期间，功率控制器配置成选择内燃机来为旋翼提供功率，并且取消选择电池，使得电池不为旋翼提供功率；在悬停模式期间，功率控制器配置成选择内燃机来为旋翼提供功率并且选择电池来为旋翼提供功率。在一些实施例中，当电池被取消选择并且不为旋翼提供功率时，内燃机至少在某些时间被用于给电池充电。
图10示出了载具的实施例的图，该载具具有巡航专用螺旋桨以及悬停和过渡专用倾转旋翼以及包括电池子系统和内燃机的混合功率系统。在所示的示例中，电池子系统(1000)在悬停和过渡期间驱动(电动)倾转旋翼(这里示出为用于悬停的向下倾转位置)。在一些实施例中，电池子系统(1000)包括多种类型的单体(例如，高能量电池以及高放电率电池)，所述单体在上述的各种飞行模式期间被切换开启和关闭(例如，参见图8)。
混合功率系统进一步包括内燃机，该内燃机驱动巡航专用螺旋桨(1002)。在该示例中，巡航专用螺旋桨安装到飞行器的机头，但这样的螺旋桨可以位于多个地方(例如，尾锥上的推进式螺旋桨)。在巡航(即，向前飞行)模式期间，发动机(1004)转动变速箱(1006)，该变速箱又经由螺旋桨轴(1008)转动巡航专用螺旋桨(1002)。燃料储存在燃料箱(1010)中。
为了进行比较，假设载具的早期原型配备有100kg的电池组(例如，具有单一类型的单体的非混合电池系统)。在该比较中，假设该示例中的电池部分(1000)使用高放电率电池，并且在该混合示例中电池部分重达～16kg的重量。内燃机连同其流体和支持系统以及变速箱和附加的螺旋桨(1002)占据～45kg的重量。这留下了约39kg用于燃料，与比较的配置相比，这使巡航航程几乎增加了100%。在一些远航程应用中，所提供的航程增加使在任何复杂性、安全问题(例如，与机上易燃液体有关)、噪音和振动等方面的权衡都是值得的。
如该示例中所示，在一些实施例中，第一功率源(例如，在混合功率系统中)包括内燃机，并且第二功率源包括电池，其中包括在载具中的旋翼包括倾转旋翼并且载具还包括巡航专用旋翼。功率控制器配置成：在向前飞行模式期间，选择内燃机来为巡航专用旋翼提供功率，并且在悬停模式和过渡模式期间，取消选择内燃机，使得内燃机不为巡航专用旋翼提供功率。
在该示例中，倾转螺旋桨被用于悬停和过渡，并且在飞行的巡航部分期间被关闭。在一些实施例中，为了减少阻力，倾转螺旋桨是可折叠的，使得在巡航模式期间螺旋桨叶片可以被折叠(例如，向后)以减少巡航期间的阻力。
在一些实施例中，巡航专用旋翼包括巡航专用推进式旋翼，该旋翼位于载具中的机尾后面(例如，使得由巡航专用旋翼产生的尾流不干扰鸭翼或主翼上方的气流)。在一些实施例中，第二功率源包括能量密度小于或等于190Wh/kg的高放电率电池和能量密度大于或等于235Wh/kg的高能量电池(即，电池子系统本身就是混合系统，如图8中所示的示例)。
如上面所述，混合功率系统可以在增加航程方面是有用的。在一些实施例中，电池提供悬停和/或过渡模式期间所需的附加推力，但内燃机和发电机提供对于巡航飞行所需的较低功率。对于给定的载具重量，这将大大增加航程，因为液体燃料的能量密度远高于电池。
在另一个实施例中，混合功率系统使用两个电动(即，电池)系统，一个利用高功率输出单体用于悬停和/或过渡模式，而另一个使用高能量密度单体(例如，其通常具有较低的电流输出能力)提供巡航功率，由此与单一电动系统(即，具有单一组成类型的电池)相比扩展了航程。
尽管出于清楚理解的目的详细地描述了前述实施例，但本发明不限于所提供的细节。存在许多实施本发明的备选方式。所公开的实施例是说明性的而非限制性的。

Claims (20)

1.一种系统，其包括：
第一功率源；
第二功率源；以及
功率控制器，其中：
包括所述第一功率源、所述第二功率源和所述功率控制器的载具能够在悬停模式和向前飞行模式之间的过渡模式下飞行；以及
所述功率控制器配置成在所述过渡模式期间选择所述第一功率源和所述第二功率源中的一个或多个来为包括在所述载具中的旋翼提供功率。
2.根据权利要求1所述的系统，其中，所述载具包括垂直起降(VTOL)载具，其进一步包括：
具有后缘的前掠且锥形的机翼；以及
附接到所述前掠且锥形的机翼的后缘的倾转旋翼。
3.根据权利要求1所述的系统，其中：
所述第一功率源包括能量密度小于或等于190Wh/kg的高放电率电池；
所述第二功率源包括能量密度大于或等于235Wh/kg的高能量电池；以及
在所述过渡模式期间，所述功率控制器配置成选择所述高放电率电池来为所述旋翼提供功率，并且选择所述高能量电池来为所述旋翼提供功率。
4.根据权利要求1所述的系统，其中：
所述第一功率源包括重量和能量密度小于或等于190Wh/kg的高放电率电池；
所述第二功率源包括能量密度大于或等于235Wh/kg的高能量电池；以及
所述高放电率电池的重量小于或等于电池总重量的20%。
5.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
在所述过渡模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；以及
在悬停模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率。
6.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
在所述过渡模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；
在悬停模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率；以及
当所述电池被取消选择并且不为所述旋翼提供功率时，所述内燃机至少在某些时间被用于给所述电池充电。
7.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
在所述过渡模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；
在悬停模式期间，所述功率控制器配置成选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率；以及
所述电池包括能量密度小于或等于190Wh/kg的高放电率电池。
8.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机
所述第二功率源包括电池；
包括所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括巡航专用旋翼；以及
所述功率控制器进一步配置成：
在向前飞行模式期间，选择所述内燃机来为所述巡航专用旋翼提供功率；以及
在悬停模式和所述过渡模式期间，取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
9.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
包括在所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括位于所述载具中的机尾后面的巡航专用推进式旋翼；以及
所述功率控制器进一步配置成：
在向前飞行模式期间，选择所述内燃机来为所述巡航专用旋翼提供功率；以及
在悬停模式和所述过渡模式期间，取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
10.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括：
能量密度小于或等于190Wh/kg的高放电率电池；以及
能量密度大于或等于235Wh/kg的高能量电池；
包括在所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括巡航专用旋翼；以及
所述功率控制器进一步配置成：
在向前飞行模式期间，选择所述内燃机来为所述巡航专用旋翼提供功率；以及
在悬停模式和所述过渡模式期间，取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
11.根据权利要求1所述的系统，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
包括在所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括巡航专用旋翼；以及
所述功率控制器进一步配置成：
在向前飞行模式期间，选择所述内燃机来为所述巡航专用旋翼提供功率，其中在所述向前飞行模式期间，所述电池或所述内燃机都不为所述倾转旋翼提供功率；以及
在悬停模式和所述过渡模式期间，取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
12.一种方法，其包括：
提供第一功率源、第二功率源和功率控制器，其中，包括所述第一功率源、所述第二功率源和所述功率控制器的载具能够在悬停模式和向前飞行模式之间的过渡模式下飞行；以及
在所述过渡模式期间，使用所述功率控制器选择所述第一功率源和所述第二功率源中的一个或多个来为包括在所述载具中的旋翼提供功率。
13.根据权利要求12所述的方法，其中，所述载具包括垂直起降(VTOL)载具，其进一步包括：
具有后缘的前掠且锥形的机翼；以及
附接到所述前掠且锥形的机翼的后缘的倾转旋翼。
14.根据权利要求12所述的方法，其中：
所述第一功率源包括能量密度小于或等于190Wh/kg的高放电率电池；
所述第二功率源包括能量密度大于或等于235Wh/kg的高能量电池；以及
所述方法进一步包括：在所述过渡模式期间，使用所述功率控制器选择所述高放电率电池来为所述旋翼提供功率，并且选择所述高能量电池来为所述旋翼提供功率。
15.根据权利要求12所述的方法，其中：
所述第一功率源包括重量和能量密度小于或等于190Wh/kg的高放电率电池；
所述第二功率源包括能量密度大于或等于235Wh/kg的高能量电池；以及
所述高放电率电池的重量小于或等于电池总重量的20%。
16.根据权利要求12所述的方法，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；以及
所述方法进一步包括：
在所述过渡模式期间，使用所述功率控制器选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；以及
在悬停模式期间，使用所述功率控制器选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率。
17.根据权利要求12所述的方法，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；以及
所述方法进一步包括：
在所述过渡模式期间，使用所述功率控制器选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；
在悬停模式期间，使用所述功率控制器来选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率；以及
当所述电池被取消选择并且不为所述旋翼提供功率时，所述内燃机至少在某些时间被用于给所述电池充电。
18.根据权利要求12所述的方法，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
所述方法进一步包括：
在所述过渡模式期间，使用所述功率控制器选择所述内燃机来为所述旋翼提供功率，并且取消选择所述电池，使得所述电池不为所述旋翼提供功率；以及
在悬停模式期间，使用所述功率控制器选择所述内燃机来为所述旋翼提供功率，并且选择所述电池来为所述旋翼提供功率；以及
所述电池包括能量密度小于或等于190Wh/kg的高放电率电池。
19.根据权利要求12所述的方法，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
包括在所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括巡航专用旋翼；以及
所述方法进一步包括：
在向前飞行模式期间，使用所述功率控制器选择所述内燃机来为所述巡航专用旋翼提供功率；以及
在悬停模式和所述过渡模式期间，使用所述功率控制器取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
20.根据权利要求12所述的方法，其中：
所述第一功率源包括内燃机；
所述第二功率源包括电池；
包括在所述载具中的所述旋翼包括倾转旋翼；
所述载具进一步包括位于所述载具中的机尾后面的巡航专用推进式旋翼；以及
所述方法进一步包括：
在向前飞行模式期间，使用所述功率控制器选择所述内燃机来为所述巡航专用旋翼提供功率；以及
在悬停模式和所述过渡模式期间，使用所述功率控制器取消选择所述内燃机，使得所述内燃机不为所述巡航专用旋翼提供功率。
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