Hybrid power management system suitable for vertical take-off and landing aircraft and control method

Abstract

The invention relates to the technical field of aircraft power systems, and discloses a hybrid power management system suitable for a vertical take-off and landing aircraft and a control method. A lithium battery pack; a super capacitor; the power distribution module is electrically connected with the main turboprop engine, the lithium battery pack and the super capacitor and used for controlling energy flow among the main turboprop engine, the lithium battery pack and the super capacitor according to instructions. The control method comprises the steps that a staged power distribution strategy is executed according to judged flight stages such as vertical take-off and landing, horizontal cruise or emergency, instantaneous power is compensated through a super capacitor during vertical take-off and landing, and combined propulsion or energy recovery is decided according to key parameters such as the lift-drag ratio during horizontal cruise. According to the scheme, the vertical take-off and landing response and flight stability are improved, the endurance mileage is increased, and the intelligence and safety of the system are improved through self-adaptive control and redundancy design based on the ground digital twin model.

Description

Technical Field

[0001] This invention relates to the field of aircraft power system technology, specifically to a hybrid power management system and control method applicable to vertical takeoff and landing aircraft. Background Technology

[0002] Vertical takeoff and landing fixed-wing aircraft (such as tiltrotor aircraft and compound-wing UAVs) have broad application prospects in military reconnaissance, cargo transportation, and urban air traffic due to their combination of the vertical takeoff and landing flexibility of multi-rotors and the efficient cruise capability of fixed wings. However, their unique flight mode also places stringent and contradictory demands on the power system: the vertical takeoff and landing phase requires instantaneous and enormous power output to overcome gravity and control attitude, while the horizontal cruise phase pursues extreme energy efficiency to achieve a longer range.

[0003] To address this challenge, traditional technological approaches either employ a single turboprop engine or pure electric drive. However, the limitations of a single power source are quite apparent: while the former can provide high power, it consumes enormous amounts of energy during vertical takeoff and landing, resulting in poor economic efficiency; the latter is constrained by the current energy density limitations of batteries, making it difficult to simultaneously meet the instantaneous high power demands of long-range flights and vertical takeoff and landing, thus limiting its application scenarios.

[0004] Hybrid power systems combining engines and batteries have become an important development direction. However, the energy management strategies of existing hybrid power solutions are often relatively fixed, failing to adaptively optimize based on dynamic changes in flight phases, aerodynamic efficiency, and the health status of key components. This results in low energy recovery and utilization efficiency during the cruise phase, leading to limited range gain. Furthermore, in the absence of a dedicated instantaneous power compensation unit, the system still faces response bottlenecks when dealing with sudden high power demands during vertical takeoff and landing, impacting flight stability and safety.

[0005] Therefore, this invention proposes a hybrid power management system and control method applicable to vertical takeoff and landing aircraft to overcome the shortcomings of the prior art. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a hybrid power management system and control method applicable to vertical takeoff and landing aircraft. It solves the problem that existing hybrid power systems, due to their fixed energy management strategies and lack of adaptive capabilities, struggle to effectively balance high power response during vertical takeoff and landing with energy efficiency during horizontal cruise, thus making it difficult to address the issues of power demand and long range.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] The first aspect of this invention provides a hybrid power management system applicable to vertical takeoff and landing aircraft, comprising:

[0009] The main turboprop engine provides the primary propulsion power.

[0010] Lithium-ion battery packs are used to store and provide continuous electrical energy;

[0011] Supercapacitors are used to meet instantaneous high peak power demands.

[0012] The power distribution module is electrically connected to the main turboprop engine, lithium battery pack, and supercapacitor, and is used to control the energy flow between the three according to instructions.

[0013] An energy management ECU, which is electrically connected to the power distribution module;

[0014] The energy management ECU is used to execute corresponding power allocation strategies according to the flight phase of the aircraft;

[0015] Furthermore, the energy management ECU is used to receive updated component model parameters that characterize the full life-cycle performance status of at least one of the main turboprop engine, lithium battery pack, or supercapacitor, and adjust its power distribution strategy based on the updated component model parameters.

[0016] Preferably, the system further includes a ground digital twin model that is communicatively connected to the energy management ECU; the ground digital twin model is used to receive historical aircraft operation data uploaded by the energy management ECU, analyze the historical operation data, calculate the updated component model parameters, and send the updated component model parameters to the energy management ECU.

[0017] Preferably, the updated component model parameters include at least one of the following: the corrected fuel consumption characteristic curve of the main turboprop engine, the actual health status of the lithium battery pack, or the real-time equivalent series resistance value of the supercapacitor.

[0018] Preferably, when the flight phase is a level cruise phase, the power distribution strategy executes a preset level cruise phase control strategy;

[0019] The horizontal cruise phase control strategy includes:

[0020] The updated component model parameters are input into the risk-adaptive energy cost model by the energy management ECU to calculate the shadow price of electricity for decision-making.

[0021] Preferably, the formula for calculating the shadow price of electricity is:

[0022]

[0023] in, For the shadow price of electricity; λ base Basic shadow price; κ risk is the risk aversion coefficient; UI is the uncertainty index of the flight environment.

[0024] Preferably, the control module integrated in the energy management ECU is a fuzzy logic controller;

[0025] The energy management ECU dynamically adjusts the rule weights of the fuzzy logic controller and the center point position of the output membership function based on the calculated shadow price of electricity.

[0026] Preferably, when the flight phase is the vertical takeoff and landing phase, the power distribution strategy executes a preset vertical takeoff and landing phase control strategy;

[0027] The vertical takeoff and landing phase control strategy includes:

[0028] During the startup phase, the supercapacitor preferentially releases instantaneous power to compensate for the startup delay of the main turboprop engine;

[0029] During the stable lift phase, the main turboprop engine and the lithium battery pack jointly output power.

[0030] Preferably, when the flight phase is an emergency phase, the power allocation strategy executes a preset emergency phase control strategy;

[0031] The emergency phase control strategy includes:

[0032] When the main turboprop engine fails, it switches to pure electric mode and is powered solely by the lithium battery pack.

[0033] When the lithium battery pack charge is below a preset threshold, the power output of the electrical equipment is limited.

[0034] A second aspect of the present invention provides a hybrid power management and control method applicable to vertical takeoff and landing aircraft, comprising the following steps:

[0035] S1. The energy management ECU receives updated component model parameters that characterize the full life-cycle performance status of at least one of the main turboprop engine, lithium battery pack, or supercapacitor.

[0036] S2. The energy management ECU selects and executes the corresponding power allocation strategy based on the aircraft's current flight phase.

[0037] S21. When the flight phase is the vertical takeoff and landing phase, the power allocation strategy executes the preset vertical takeoff and landing phase control strategy.

[0038] S22. When the flight phase is the level cruise phase, the power distribution strategy executes a preset level cruise phase control strategy.

[0039] S23. When the flight phase is an emergency phase, the power allocation strategy executes a preset emergency phase control strategy.

[0040] This invention provides a hybrid power management system and control method applicable to vertical takeoff and landing aircraft. It has the following beneficial effects:

[0041] 1. This invention cleverly combines the performance advantages of a main turboprop engine, a lithium-ion battery pack, and a supercapacitor through a hybrid power energy management system. During high-power demand phases such as vertical takeoff and landing, the supercapacitor provides instantaneous high power, solving the response delay problem of the main turboprop engine. Simultaneously, the lithium-ion battery pack provides continuous power support, ensuring rapid response and stable control of flight attitude. This collaborative power allocation strategy using multiple power sources enables the system to dynamically adapt to the complex power requirements of the aircraft at different flight phases, significantly improving the overall performance and maneuverability of the system.

[0042] 2. This invention employs an energy management ECU to execute a refined, phased power allocation strategy during the horizontal cruise phase. This strategy autonomously determines whether the aircraft is in a high-efficiency flight state based on real-time key flight parameters such as lift-to-drag ratio, and flexibly switches operating modes accordingly. When appropriate, it adopts a combined propulsion mode of lithium-ion battery packs and main turboprop engines, and performs efficient energy recovery under other operating conditions. This intelligent energy scheduling significantly optimizes the overall fuel economy of the power system, thereby effectively improving the range of vertical takeoff and landing aircraft.

[0043] 3. This invention constructs a cloud-aircraft collaborative adaptive control architecture based on a digital twin model. The core of this architecture lies in the ground-based digital twin model, which utilizes accumulated flight data and maintenance information to continuously and deeply simulate and analyze the health status evolution of key components such as the main turboprop engine and lithium battery pack. It can accurately quantify the performance degradation characteristics of each component due to long-term use and transmit these dynamic parameters to the airborne energy management ECU. This means that the airborne control system no longer relies on a fixed factory model, but on a digital twin copy that reflects the current real-time health status of the components. Therefore, the energy management strategy of this invention can proactively compensate for performance degradation caused by component aging, maintaining optimal energy allocation efficiency and operational safety throughout the entire lifecycle of the aircraft. Attached Figure Description

[0044] Figure 1 A hybrid power management system architecture diagram applicable to vertical takeoff and landing aircraft is provided as an embodiment of the present invention;

[0045] Figure 2 This is a schematic diagram of the cloud-machine collaborative parameter adaptive control architecture provided in an embodiment of the present invention;

[0046] Figure 3 A block diagram illustrating the principle of adaptive risk control during the horizontal cruise phase, provided in an embodiment of the present invention.

[0047] Figure 4 A flowchart of a hybrid power management and control method applicable to vertical takeoff and landing aircraft provided in an embodiment of the present invention.

[0048] Among them, 10 is the main turboprop engine; 11 is the lithium battery pack; 12 is the supercapacitor; 13 is the energy management ECU; 14 is the power distribution module; and 20 is the ground digital twin model. Detailed Implementation

[0049] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] Reference Figures 1-3 , Figure 1 This is a diagram illustrating a hybrid power management system architecture suitable for vertical takeoff and landing aircraft, provided as an embodiment of the present invention. Figure 2 This is a schematic diagram of the cloud-machine collaborative parameter adaptive control architecture provided in an embodiment of the present invention. Figure 3 This is a block diagram illustrating the principle of adaptive risk control during the horizontal cruise phase, provided in an embodiment of the present invention. The present invention also provides a hybrid power energy management system applicable to vertical takeoff and landing aircraft, comprising: a main turboprop engine 10, a lithium battery pack 11, a supercapacitor 12, an energy management ECU 13, and a power distribution module 14.

[0051] The main turboprop engine 10 has a rated power of 200kW. It is used to drive the tilt thrust unit of the aircraft through mechanical transmission and has the function of driving the generator for energy recovery.

[0052] The lithium battery pack 11 consists of two lithium batteries with a total capacity of 40kWh. It is used to store electrical energy and provide continuous auxiliary power during specific flight phases or pure electric power in emergency situations.

[0053] The supercapacitor 12 has a capacity of 500F and is used to provide instantaneous peak power during startup and other phases to compensate for the power response delay of the main turboprop engine 10.

[0054] The energy management ECU13 is used to collect the aircraft's flight status parameters and the status parameters of each energy component, and generate power allocation commands according to the preset power allocation strategy.

[0055] The power distribution module 14 is electrically connected to the generator, lithium battery pack 11, and supercapacitor 12 of the main turboprop engine 10. The module receives power distribution commands from the energy management ECU 13 and controls the direction and magnitude of energy flow between the generator, lithium battery pack 11, and supercapacitor 12 accordingly.

[0056] In one specific embodiment, the main turboprop engine 10 is connected to the aircraft's tilt thrust unit via a mechanical drive shaft, and simultaneously connected to a generator via another drive shaft. The main turboprop engine 10, lithium battery pack 11, and supercapacitor 12 are all electrically connected to the power distribution module 14 via a power bus. The energy management ECU 13 communicates with the power distribution module 14 via a controller area network (CAN) bus, and is also electrically connected to the aircraft's flight control system (the flight control computer, simply put, is the aircraft's "brain," responsible for receiving flight commands and controlling the aircraft's attitude, speed, and trajectory) and sensors of each power source (e.g., engine speed sensor, battery voltage sensor, capacitor current sensor) to obtain necessary control input information and output commands.

[0057] To further improve system performance and reliability, the main turboprop engine 10 can be a turbocharged engine, with a matching generator having a rated power of 50kW, used to charge the lithium battery pack 11 during level cruise. The lithium battery pack 11 can be a lithium iron phosphate battery, supporting a 1C charging rate, and two 20kWh battery packs can operate in parallel to improve system redundancy. The supercapacitor 12 can be an electrochemical supercapacitor with an operating voltage range of 200V to 400V and a maximum discharge current of not less than 500A. The power distribution module 14 integrates a bidirectional DC-DC converter and a high-voltage contactor for precise control of the bidirectional flow of energy between different components.

[0058] To enable dynamic adjustment and optimization of power allocation strategies, this system also includes a ground-based digital twin model 20 deployed at a ground station. This ground-based digital twin model 20 establishes a communication connection with the airborne energy management ECU 13 via a wireless data link. The design principle of this cloud-machine separation architecture is to place the computationally demanding model simulation, big data analysis, and parameter identification tasks at the resource-unrestricted ground end, while the airborne end only needs to perform lightweight control and decision-making, greatly improving the overall system's intelligence level and operational reliability.

[0059] Under this connection, the energy management ECU 13 is configured to upload historical operational data of the aircraft to the ground digital twin model 20. The ground digital twin model 20 is configured to analyze the received historical operational data, calculate updated component model parameters characterizing the full life-cycle performance status of at least one of the main turboprop engine 10, lithium battery pack 11, or supercapacitor 12, and then send these updated component model parameters to the energy management ECU 13. Upon receiving these parameters, the energy management ECU 13 adjusts its internal power distribution strategy.

[0060] As aircraft operate for extended periods, critical components in the power system will experience performance degradation due to physical wear or chemical aging. Examples include decreased fuel economy of the main turboprop engine 10, capacity decay of the lithium battery pack 11, and increased internal resistance of the supercapacitor 12. These changes will cause the preset energy management strategy to deviate from its optimal operating point. To address this issue, this invention introduces a lifecycle parameter adaptive principle based on a ground-based digital twin model 20.

[0061] The ground-based digital twin model 20 analyzes historical aircraft operational data uploaded by the energy management ECU 13 to identify and update the performance status of key components online. The energy management ECU 13 uses these updated component model parameters as input to its internal control algorithm, thereby dynamically adjusting the power allocation strategy to ensure that the components maintain high-efficiency operation throughout their entire lifecycle.

[0062] The updated component model parameters include, but are not limited to: the corrected fuel consumption characteristic curve of the main turboprop engine, the actual state of health (SOH) of the lithium battery pack, and the real-time equivalent series resistance (ESR) of the supercapacitor. The specific calculation process for these parameters is as follows:

[0063] Corrected specific fuel consumption characteristic curve (SOH) of main turboprop engine:

[0064] The ground-based digital twin model 20 internally stores a baseline specific fuel consumption (BSFC) characteristic map of the main turboprop engine 10, which characterizes the engine's fuel consumption rate at different speeds and torques. The model utilizes a massive amount of received historical data points (including engine speed, output torque, and actual fuel flow) to refine the baseline characteristic map using a non-parametric regression algorithm. For example, a Gaussian process regression method is employed to refine the baseline specific fuel consumption (BSFC). base As the prior mean, the updated specific fuel consumption (BSFC) is obtained by posterior correction using historical data points. updated Its modification relation can be expressed as:

[0065] BSFC updated (N,T)=BSFC base (N,T)+Δ BSFC (N,T);

[0066] Where N is the engine speed; T is the output torque; Δ BSFC This is the fuel consumption rate deviation function fitted using historical data. The calculated BSFC... updated The data is sent to the energy management ECU13 in the form of a two-dimensional lookup table or polynomial coefficients.

[0067] Calculate the actual state of health (SOH) of the lithium battery pack:

[0068] The SOH of lithium battery pack 11 is defined as its current maximum available capacity Q. max With rated capacity Q rated The ratio. The ground-based digital twin model 20 calculates the State of Charge (SOH) by analyzing uploaded complete or partial charge / discharge process data. Within a significant charge / discharge range, the model uses the ampere-hour integration method to calculate the total amount of charge flowing through the battery:

[0069]

[0070] Where I(t) is the real-time current; η is the coulombic efficiency. Simultaneously, the model determines the corresponding SOC change ΔSOC = SOC during this process based on the battery's open-circuit voltage (OCV) - state of charge (SOC) curve. end -SOC start Current maximum available capacity Q max It can be calculated using the following formula:

[0071]

[0072] Finally, the State of Health (SOH) is calculated as follows:

[0073]

[0074] The model obtains a stable SOH estimate by weighted averaging or Kalman filtering the SOH calculation results of multiple cycles, and then sends it to the energy management ECU13.

[0075] Calculate the real-time equivalent series resistance (ESR) of a supercapacitor:

[0076] The ESR of supercapacitor 12 reflects its power performance and energy loss. The ground-based digital twin model 20 calculates the ESR by analyzing pulse events in historical data where current undergoes a step change. In a single high-current discharge pulse, the ESR can be calculated from the changes in voltage and current before and after the pulse:

[0077]

[0078] Where U1 is the capacitor terminal voltage at the instant before the pulse begins; I2 is the stable current value after the current step; and U2 is the capacitor terminal voltage corresponding to the current stabilizing at I2. The instantaneous voltage drop U1-U2 is mainly caused by ESR. The model automatically selects multiple pulse events that meet the conditions from the data, calculates the ESR for each, and statistically averages the results to obtain an accurate real-time ESR value, which is then sent to the energy management ECU13.

[0079] Upon receiving one or more updated component model parameters, the energy management ECU13 will immediately update the corresponding parameters stored internally to make more accurate and efficient power allocation decisions in subsequent flight missions.

[0080] The energy management ECU13 executes corresponding power allocation strategies based on real-time aircraft flight phase information. These strategies are designed to optimize for core requirements of different flight phases, such as energy economy during horizontal cruise, rapid responsiveness during vertical takeoff and landing, and safety during emergency phases.

[0081] When the aircraft is in the level cruise phase of flight, the energy management ECU13 executes a preset level cruise phase control strategy. The accuracy and foresight of this strategy rely entirely on the updated component model parameters received in real time from the ground digital twin model 20. The core of this strategy is a risk-adaptive energy cost model. The goal of this model is to minimize the overall energy cost throughout the entire flight while ensuring safety. The ECU13 uses the updated component model parameters received from the ground digital twin model 20 (e.g., the actual state of health (SOH) of the lithium battery pack and the corrected specific fuel consumption characteristic curve of the main turboprop engine) as input to calculate the shadow price of electricity for real-time decision-making.

[0082] Shadow price of electricity This represents the comprehensive cost per unit of electrical energy consumed under current and anticipated future flight conditions, and its calculation formula is as follows:

[0083]

[0084] in, For the shadow price of electricity;

[0085] λ base The base shadow price, whose value depends on the long-term performance condition of the component and fuel costs, can be calculated using the following formula:

[0086]

[0087] Among them, C fuel Unit fuel cost; BSFC updatedThis is the updated engine specific fuel consumption value; n kharge This refers to the battery's charging efficiency. The base price will be adjusted accordingly as the State of Charge (SOH) decreases to reflect the increased operating costs due to battery aging.

[0088] κ risk The risk aversion coefficient is a non-negative constant preset based on the safety level of the flight mission. For high-risk missions, this coefficient is larger, making the strategy more conservative and inclined to conserve energy.

[0089] UI is the uncertainty index of the flight environment, a quantitative indicator calculated by the energy management ECU13 based on real-time flight environment data. Its calculation method is as follows:

[0090]

[0091] Where σ wind Real-time wind shear or turbulence intensity is provided by the onboard atmospheric data computer; D alt w1 represents the distance to the nearest alternate airport; w2 are preset weighting coefficients.

[0092] The control module integrated in the energy management ECU13 is a fuzzy logic controller. This fuzzy logic controller receives the current battery state of charge (SOC) and total power demand (P). req And the calculated shadow price of electricity As input. The value is used to dynamically adjust the rule weights of the fuzzy logic controller and the center point position of the output membership function. Specifically, when When the value increases, it indicates that the overall cost or risk of using electrical energy has increased. At this time, the controller will increase the weight of the relevant rule "prioritize the use of the main turboprop engine 10 for power supply" and at the same time shift the center point of the output membership function representing the "output power of the lithium battery pack 11" towards the zero point or negative value (charging) region, thereby reducing the consumption of electrical energy.

[0093] In one specific implementation, the output of the aforementioned fuzzy logic control is embodied as a set of deterministic rules based on key flight parameters. The energy management ECU 13 calculates the aircraft's lift-to-drag ratio (L / D) in real time. When L / D is greater than or equal to a preset threshold of 15, it indicates that the aircraft is in a high-efficiency flight state. At this time, the "main turboprop engine 10 + lithium battery pack 11" joint propulsion mode is executed, with the lithium battery pack 11 outputting 10% to 15% of the total power demand. This L / D threshold corresponds to a flight state in which the shadow price of electricity is calculated. Below a certain preset value, using battery-assisted propulsion becomes economical. In other cruise conditions, the main turboprop engine 10 provides all driving force and can drive the generator to charge the lithium battery pack 11, with an energy recovery efficiency of not less than 85%.

[0094] When the aircraft is in the vertical takeoff and landing (VTOL) phase of flight, the energy management ECU 13 executes a preset VTOL phase control strategy, which prioritizes power response speed and flight attitude stability. This strategy includes two sub-phases: In the startup phase, the supercapacitor 12 is instructed to release instantaneous power, with its output power accounting for 30% to 40% of the total power demand, to compensate for the startup delay of the main turboprop engine 10; In the lift stabilization phase, the main turboprop engine 10 and the lithium battery pack 11 are instructed to jointly output power, with the main turboprop engine 10 outputting 70% to 80% of its rated power and the lithium battery pack 11 outputting 20% ​​of the total power demand, while the supercapacitor 12 dynamically compensates for minor fluctuations in power demand.

[0095] When the aircraft is in an emergency phase of flight, the energy management ECU 13 executes a preset emergency phase control strategy, which aims solely at ensuring the safety of the aircraft and its occupants. This strategy includes: when sensors detect a malfunction in the main turboprop engine 10 (e.g., a sudden drop in speed exceeding 30% within a specified time), the system immediately switches to pure electric mode, with the lithium battery pack 11 solely powering the propulsion system to ensure an emergency range of at least 30 kilometers; when the state of charge (SOC) of the lithium battery pack 11 is detected to be below a preset threshold (e.g., 20%), the system executes a load unloading procedure, limiting power output to electrical equipment other than the flight control and power systems (e.g., cabin lighting and air conditioning systems) to maximize the endurance of critical systems.

[0096] Reference Figure 4 , Figure 4 This invention provides a flowchart of a hybrid power management and control method applicable to vertical takeoff and landing (VTOL) aircraft. The hybrid power management and control method provided by this invention, applied to the aforementioned hybrid power energy management system, may include the following steps in a typical flight mission:

[0097] S1. Parameter Reception and Initialization. Before or during flight, the energy management ECU 13 communicates with the ground digital twin model 20. The energy management ECU 13 receives updated model parameters from the ground digital twin model 20, characterizing the performance status of the power system components throughout their entire lifecycle. For example, the energy management ECU 13 receives and updates the actual state of health (SOH) of the lithium battery pack 11 stored internally to 95%, and receives a set of corrected fuel consumption characteristic curve parameters for the main turboprop engine 10.

[0098] S2. Execute the corresponding power allocation strategy according to the flight phase. Throughout the flight mission, the energy management ECU13 identifies the current flight phase based on instructions received from the flight control system and automatically selects and executes the corresponding power allocation strategy.

[0099] S21, Vertical Takeoff and Landing Phase. When the aircraft performs vertical takeoff, the energy management ECU 13 executes the vertical takeoff and landing phase control strategy. At the moment of startup, the command power distribution module 14 controls the supercapacitor 12 to output instantaneous power accounting for 30% to 40% of the total required power. Subsequently, the main turboprop engine 10 starts and stably outputs 70% to 80% of its rated power, while the lithium battery pack 11 outputs 20% of the total required power, and the three together meet the high power required for takeoff.

[0100] S22, Level Cruise Phase. After the aircraft enters level cruise, the energy management ECU13 switches to the level cruise phase control strategy. The energy management ECU13 inputs the updated component model parameters received in step S1 into the risk-adaptive energy cost model and calculates the shadow price of electricity by combining real-time flight environment data. Based on this price, the controller makes a decision. In one specific implementation, when the energy management ECU13 calculates that the aircraft's lift-to-drag ratio L / D is less than 15, or the calculated flight environment uncertainty index UI is high, leading to... When the preset economic threshold is exceeded, ECU13 instructs the main turboprop engine 10 to provide full propulsion power while simultaneously driving the generator to charge the lithium battery pack 11. When the aircraft's flight status is stable and the calculated lift-to-drag ratio L / D is greater than or equal to 15, ECU13 switches to the "main turboprop engine 10 + lithium battery pack 11" joint propulsion mode, instructing the lithium battery pack 11 to output 10% to 15% of the total required power to reduce the fuel consumption rate of the main turboprop engine 10.

[0101] In all the above stages, the energy management ECU13 collects the actual output power of each power source in real time through sensors and compares it with the target value calculated by the strategy. It then fine-tunes the control command of the power distribution module 14 through a closed-loop adjustment algorithm to ensure that the deviation between the actual output power of each power source and the target value is controlled within ±2%.

[0102] S23, Emergency Phase. If a preset emergency condition occurs during flight, the energy management ECU 13 immediately interrupts the current strategy and executes the emergency phase control strategy. For example, if engine sensor data indicates that the main turboprop engine 10 has malfunctioned, the ECU 13 immediately instructs the power distribution module 14 to switch to pure electric mode, with the lithium battery pack 11 supplying power to the propulsion system alone to ensure an emergency range of not less than 30 kilometers.

Claims

1. A hybrid power management system applicable to vertical takeoff and landing aircraft, characterized in that, include: The main turboprop engine provides the primary propulsion power. Lithium-ion battery packs are used to store and provide continuous electrical energy; Supercapacitors are used to meet instantaneous high peak power demands. The power distribution module is electrically connected to the main turboprop engine, lithium battery pack, and supercapacitor, and is used to control the energy flow between the three according to instructions. An energy management ECU, which is electrically connected to the power distribution module; The energy management ECU is used to execute corresponding power allocation strategies according to the flight phase of the aircraft; Furthermore, the energy management ECU is used to receive updated component model parameters that characterize the full life-cycle performance status of at least one of the main turboprop engine, lithium battery pack, or supercapacitor, and adjust its power distribution strategy based on the updated component model parameters.

2. A hybrid power management system for vertical takeoff and landing aircraft according to claim 1, characterized in that, The system also includes a ground digital twin model that is connected to the energy management ECU; the ground digital twin model is used to receive historical aircraft operation data uploaded by the energy management ECU, analyze the historical operation data, calculate the updated component model parameters, and send the updated component model parameters to the energy management ECU.

3. A hybrid power management system for vertical takeoff and landing aircraft according to claim 2, characterized in that, The updated component model parameters include at least one of the following: the corrected fuel consumption characteristic curve of the main turboprop engine, the actual health status of the lithium battery pack, or the real-time equivalent series resistance value of the supercapacitor.

4. A hybrid power management system for vertical takeoff and landing aircraft according to claim 1, characterized in that, When the flight phase is the level cruise phase, the power distribution strategy executes a preset level cruise phase control strategy. The horizontal cruise phase control strategy includes: The updated component model parameters are input into the risk-adaptive energy cost model by the energy management ECU to calculate the shadow price of electricity for decision-making.

5. A hybrid power management system for vertical takeoff and landing aircraft according to claim 4, characterized in that, The formula for calculating the shadow price of electricity is as follows: in, For the shadow price of electricity; λ base Basic shadow price; κ risk is the risk aversion coefficient; UI is the uncertainty index of the flight environment.

6. A hybrid power management system for vertical takeoff and landing aircraft according to claim 4, characterized in that, The control module integrated in the energy management ECU is a fuzzy logic controller; The energy management ECU dynamically adjusts the rule weights of the fuzzy logic controller and the center point position of the output membership function based on the calculated shadow price of electricity.

7. A hybrid power management system for vertical takeoff and landing aircraft according to claim 1, characterized in that, When the flight phase is the vertical takeoff and landing phase, the power allocation strategy executes the preset vertical takeoff and landing phase control strategy; The vertical takeoff and landing phase control strategy includes: During the startup phase, the supercapacitor preferentially releases instantaneous power to compensate for the startup delay of the main turboprop engine; During the stable lift phase, the main turboprop engine and the lithium battery pack jointly output power.

8. A hybrid power management system for vertical takeoff and landing aircraft according to claim 1, characterized in that, When the flight phase is an emergency phase, the power allocation strategy executes a preset emergency phase control strategy; The emergency phase control strategy includes: When the main turboprop engine fails, it switches to pure electric mode and is powered solely by the lithium battery pack. When the lithium battery pack charge is below a preset threshold, the power output of the electrical equipment is limited.

9. A hybrid power management and control method applicable to vertical takeoff and landing (VTOL) aircraft, applied to a hybrid power management system applicable to VTOL aircraft as described in any one of claims 1-8, characterized in that, Its characteristic is that it includes the following steps: S1. The energy management ECU receives updated component model parameters that characterize the full life-cycle performance status of at least one of the main turboprop engine, lithium battery pack, or supercapacitor. S2. The energy management ECU selects and executes the corresponding power allocation strategy based on the aircraft's current flight phase. S21. When the flight phase is the vertical takeoff and landing phase, the power allocation strategy executes the preset vertical takeoff and landing phase control strategy. S22. When the flight phase is the level cruise phase, the power distribution strategy executes a preset level cruise phase control strategy. S23. When the flight phase is an emergency phase, the power allocation strategy executes a preset emergency phase control strategy.

Images