A control method and control device for a dual-shaft turboshaft engine hybrid power system

Abstract

The present invention relates to a control method and a control device for a dual-shaft turboshaft engine hybrid power system, and belongs to the field of gas turbines. First, a power injection strategy with the minimum fuel supply as the goal is constructed, and then based on the power injection strategy, the high-speed shaft power injection value, the low-speed shaft speed and the minimum fuel supply are determined, and then the electric motor is driven according to the high-speed shaft power injection value to inject power into the high-speed shaft of the dual-shaft turboshaft engine, the generator operation is controlled according to the low-speed shaft speed, and the fuel supply system is driven according to the minimum fuel supply. The present invention uses three variables, namely fuel, high-speed shaft power injection and low-speed shaft speed, to inject energy into the turboshaft machine through the motor to achieve optimal control of the overall performance of the system under fixed power demand.

Description

Technical Field

[0001] The present invention relates to the field of gas turbines, and in particular to a control method and a control device for a dual-shaft turboshaft engine hybrid power system. Background Art

[0002] A hybrid power system refers to a system with two or more power sources, which can realize the output of energy from each power source individually or jointly through related control devices. At present, the more common hybrid power systems are basically composed of two power sources: gasoline engine / diesel engine, generator, and energy storage device. Compared with gasoline engine / diesel engine, gas turbine has a higher power-to-weight ratio, that is, the weight of gas turbine is smaller than that of gasoline engine / diesel engine under the condition of outputting the same power, and the structure is simpler and easier to maintain. At present, there are some hybrid power system designs based on gas turbines: CN202110134780.9 proposes a scheme of mechanically connecting a generator to the output shaft of a single-shaft gas turbine, CN201780044500.7 and CN202011288826.4 propose a scheme of mechanically connecting a generator / motor to each high-pressure rotating shaft and low-pressure rotating shaft on the basis of a dual-shaft gas turbine; CN202210126748.0 proposes a scheme of connecting a motor and a generator to an independent high-pressure compressor.

[0003] For a simple gas turbine system, there are already many papers and patents on its control system. For example, CN201810449691.1 and CN201811075455.4 have made specific designs for the connection and working relationship of the controller, sensor and other parts of the control system. For the control of a hybrid power system based on a turboshaft engine, CN202110134780.9 involves a part of it.

[0004] Regarding the control mode of a hybrid power system based on a dual-shaft turboshaft engine, CN201980013805.0 specifically proposes an energy recovery and control method based on high-speed shaft speed judgment; CN202210126748.0 proposes a method for determining a specific speed and torque control mode based on power demand and charge state.

[0005] At present, most designs for hybrid power systems based on dual-shaft turboshaft engines (hereinafter referred to as "dual-shaft hybrid") assume that energy flows unidirectionally from the turboshaft engine to the generator and is converted into electrical energy. Although this concept is relatively clear and easy to implement in engineering, it has failed to fully tap the potential of the hybrid power system and failed to realize the synergistic advantages of the turboshaft engine and the motor. In fact, if the two-way flow of energy between the turboshaft engine and the motor is considered, there is a possibility of optimizing the overall performance and efficiency of the system. Patents such as CN201980013805.0 and CN202210126748.0 mention the control of the shaft speed or torque of the dual-shaft gas turbine by the motor, but do not consider injecting power into the dual-shaft gas turbine through the motor, and injecting energy into the dual-shaft gas turbine through the motor can improve the fuel-saving performance of the dual-shaft turboshaft engine hybrid power system. Therefore, considering a control mode containing power injection is of great significance for improving the overall performance of the hybrid power system. Summary of the invention

[0006] The object of the present invention is to provide a control method and a control device for a dual-shaft turboshaft engine hybrid power system, so as to achieve optimal control of the overall performance of the system by injecting energy into the turboshaft machine through an electric motor.

[0007] To achieve the above object, the present invention provides the following solutions:

[0008] A control method for a dual-shaft turboshaft engine hybrid power system, in which an electric motor controls a high-speed shaft of the dual-shaft turboshaft engine, and a low-speed shaft of the dual-shaft turboshaft engine is connected to a generator; the control method comprises:

[0009] Construct a power injection strategy that aims to minimize fuel supply;

[0010] According to the overall power demand of the hybrid power system, the power injection strategy is adopted to determine the high-speed shaft power injection value, the low-speed shaft speed and the minimum fuel supply under the overall power demand of the hybrid power system;

[0011] Calculating the control torque according to the high-speed shaft power injection value;

[0012] Setting the electric motor to a torque control mode and driving the electric motor according to the control torque to inject power into the high-speed shaft of the twin-shaft turboshaft engine;

[0013] Setting the generator to a speed control mode and controlling the generator operation according to the low-speed shaft speed;

[0014] The fuel supply system is driven to supply a corresponding amount of fuel according to the minimum fuel supply amount.

[0015] Optionally, the constructing of a power injection strategy with the goal of minimizing fuel supply specifically includes:

[0016] Determine multiple values ​​of fuel supply, multiple values ​​of high-speed shaft power injection, and multiple values ​​of low-speed shaft speed, and arbitrarily combine the values ​​of fuel supply, high-speed shaft power injection, and low-speed shaft speed;

[0017] Through experiments or numerical simulations, the overall power output value of the system corresponding to each combination is obtained;

[0018] According to each combination and the corresponding system overall power output value, the optimal strategy curve when the fuel supply is the lowest is obtained by fitting.

[0019] Optionally, fitting the optimal strategy curve when the fuel supply is the lowest according to each combination and the overall system power output value corresponding to each combination specifically includes:

[0020] A three-dimensional coordinate system is constructed by taking the fuel supply as the x-axis, the low-speed shaft speed as the y-axis, and the overall power output of the system as the z-axis;

[0021] According to each combination and the overall power output value of the system corresponding to each combination, a surface corresponding to different high-speed shaft power injection values ​​is obtained in a three-dimensional coordinate system;

[0022] Under each determined fuel supply and low-speed shaft speed value, search for the point with the maximum overall power output value of the system in all surfaces, and connect them to form a total power output surface;

[0023] On the total power output surface, a series of system overall power output values ​​are determined, and the point with the minimum fuel supply at each determined system overall power output value is searched to form a working line with maximum fuel efficiency as the optimal strategy curve when the fuel supply is the lowest.

[0024] Optionally, the calculation formula of the control torque is:

[0025]

[0026] Where, T H To control the torque, P H is the high-speed shaft power injection value, n H is the current motor speed.

[0027] A hybrid power control device for a dual-shaft turboshaft engine, the control device comprising: a hybrid power ECU controller, a fuel supply system, a high-speed shaft motor system and a low-speed shaft generator system;

[0028] The hybrid ECU controller is connected to the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system respectively; the high-speed shaft motor system controls the high-speed shaft of the dual-shaft turboshaft engine; the low-speed shaft of the dual-shaft turboshaft engine is connected to the low-speed shaft generator system;

[0029] The hybrid ECU controller is used to obtain the overall power demand of the hybrid system, and according to the overall power demand of the hybrid system, the aforementioned dual-shaft turboshaft engine hybrid system control method is used to control the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system.

[0030] Optionally, the high-speed shaft motor system comprises: a motor controller and a motor;

[0031] The motor controller is connected to the hybrid ECU controller and the motor respectively. The motor controller is used to obtain the high-speed shaft power injection value from the hybrid ECU controller, and calculate the control torque according to the high-speed shaft power injection value, so as to control the motor to inject power into the high-speed shaft of the dual-shaft turboshaft engine according to the control torque.

[0032] Optionally, the low-speed shaft generator system comprises: a generator controller and a generator;

[0033] The generator controller is connected to the hybrid ECU controller and the generator respectively, and is used to receive a low-speed shaft speed instruction from the hybrid ECU controller and control the operation of the generator according to the low-speed shaft speed instruction.

[0034] Optionally, the control device further comprises: a power setting device;

[0035] The power setting device is connected to the hybrid power ECU controller, and is used to set the overall power requirement of the hybrid power system and send the overall power requirement of the hybrid power system to the hybrid power ECU controller.

[0036] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0037] The present invention discloses a control method and a control device for a dual-shaft turboshaft engine hybrid power system. First, a power injection strategy with the minimum fuel supply as the goal is constructed. Then, based on the power injection strategy, a high-speed shaft power injection value, a low-speed shaft speed and a minimum fuel supply are determined. Then, according to the high-speed shaft power injection value, an electric motor is driven to inject power into the high-speed shaft of the dual-shaft turboshaft engine, the generator operation is controlled according to the low-speed shaft speed, and the fuel supply system is driven according to the minimum fuel supply. The present invention uses three variables, namely fuel, high-speed shaft power injection and low-speed shaft speed, to inject energy into the turboshaft through the motor to achieve optimal control of the overall performance of the system under fixed power demand. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0039] Figure 1 A flow chart of a dual-shaft turboshaft engine hybrid power system control method provided by an embodiment of the present invention;

[0040] Figure 2 A simplified schematic diagram of a control method for a dual-shaft turboshaft engine hybrid power system provided by an embodiment of the present invention;

[0041] Figure 3 A schematic diagram of a process for forming a power injection strategy provided by an embodiment of the present invention;

[0042] Figure 4 A schematic diagram of a turboshaft machine operating mode provided in an embodiment of the present invention;

[0043] Figure 5 A schematic diagram describing the working principle of the system from a control perspective provided in an embodiment of the present invention;

[0044] Figure 6 A schematic diagram of a total power output curve provided by an embodiment of the present invention;

[0045] Figure 7 A schematic diagram of determining the maximum output power under the conditions of fuel supply and low shaft speed provided by an embodiment of the present invention;

[0046] Figure 8 The embodiment of the present invention provides a corresponding Figure 7 Schematic diagram of high-speed shaft power injection with maximum output power;

[0047] Fig. 9 A schematic diagram of a maximum fuel efficiency point on a maximum output power curved surface provided by an embodiment of the present invention;

[0048] Fig.10 A schematic diagram of the maximum fuel efficiency point on the high-speed shaft power injection curve provided by an embodiment of the present invention;

[0049] Fig.11 A schematic diagram of an existing hybrid power system based on a dual-shaft gas turbine;

[0050] Fig.12 A schematic diagram of a control system including high-speed shaft power injection provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0052] The object of the present invention is to provide a control method and a control device for a dual-shaft turboshaft engine hybrid power system, so as to achieve optimal control of the overall performance of the system by injecting energy into the turboshaft machine through an electric motor.

[0053] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0054] The embodiment of the present invention provides a control method for a dual-shaft turboshaft engine hybrid power system. Figure 1 As shown, in the hybrid system, the electric motor controls the high-speed shaft of the dual-shaft turboshaft engine, and the low-speed shaft of the dual-shaft turboshaft engine is connected to the generator. The control method includes:

[0055] Step S1, constructing a power injection strategy with the goal of minimizing the fuel supply.

[0056] 1. Basic information of the system

[0057] From the perspective of control strategy, this system has three inputs: high-speed shaft power injection (kW), fuel flow (fuel supply) (L / s), low-speed shaft speed (rpm); and one output: total power output (system overall power output) (kW). Based on the total power output and fuel flow input, a performance indicator can be calculated, which is called "fuel economy" here. The calculation method is to divide the total power output by the fuel flow, and the unit is kW / (L / s). The working principle is as follows Figure 4 and Figure 5 shown.

[0058] 2. If Figure 3 As shown, the brief process of forming and using the power injection strategy is:

[0059] (1) First, it is necessary to obtain the relationship between the three control variables (fuel supply, high-speed shaft power injection, and low-speed shaft speed) and the overall power output of the system based on sufficient experiments or numerical simulations. In order to ensure the applicability of the power injection strategy, it is necessary to ensure that the system power output traversed in the experiment can cover all possible external demand power values; and in order to ensure the accuracy of the algorithm and the superiority of performance, the control variables should cover the range of all reasonable values, the values ​​should be as uniform as possible, and the step size should be as short as possible;

[0060] (2) Then, the optimal strategy curve is fitted from all the data, that is, the values ​​of a unique set of three-dimensional control variables are determined at a certain power. The "optimal" here may include different standards, the most common standard being the lowest fuel supply. The optimal strategy curve fitted can be approximately described as a certain function curve according to different situations. In this way, the corresponding Figure 2 Power injection strategy in ;

[0061] (3) When in use, the determined external demand is used as input, and the corresponding set of three-dimensional control variables can be obtained through fitting function calculation, or through interpolation algorithm.

[0062] The specific process of forming and using the power injection strategy is as follows:

[0063] Description of Experiments, Simulations, and System Performance:

[0064] According to the basic system conditions described above, design experiments or simulations to clarify the corresponding system total power output and corresponding fuel economy indicators under different input conditions. The details are as follows:

[0065] High-speed shaft power injection: -35kW~35kW, step size is 5kW, a total of 15 points;

[0066] Low-speed shaft speed: 0.7 to 1.25 times the maximum speed, with a step length of 0.05 times the maximum speed, a total of 12 points;

[0067] Fuel flow rate: 0.01~0.035L / s, step size is about 0.0015, about 17 points.

[0068] The above three input variables constitute a three-dimensional variable selection space. The value range of these variables is selected according to the performance of the components (for example, the high-speed shaft power injection value cannot exceed the limit value that the motor can provide, that is, 35kW), and the step size is determined based on experience. Through the combination, there are a total of 15*12*17=3060 different working conditions.

[0069] After the input conditions are determined, the corresponding total power output and performance indicators under each condition must be clarified. There are two ways to determine these data: experiment and model calculation. For the experiment, the three system input variables are controlled to the corresponding values ​​on the test bench, and then the total power output of the system is measured; if there are no experimental conditions, the performance of the system can also be calculated by establishing a certain numerical model. At present, because it is in the preliminary research and demonstration stage, there are no experimental conditions, and the main method adopted is to establish a numerical model for calculation. Some of the results are as follows Figure 6 In order to make the data display more intuitive, Figure 6 The speed (low-speed shaft speed) and fuel flow are used as x- and y-axis coordinates, the total power output is used as the z-axis coordinate, and then different high-speed shaft power injection values ​​are mapped to different surfaces.

[0070] from Figure 6 It can be seen that not all points have corresponding power output values. This is because some operating condition combinations cannot actually maintain the normal operation of the system, so no valid results can be obtained in the calculation.

[0071] Determination of the optimal working strategy:

[0072] Based on the previous results, it is necessary to determine an optimal working performance line as a reference for the control strategy. Among them, the so-called "optimal" may have many different standards. The current standard is "a set of control inputs corresponding to the highest fuel efficiency under a certain total power output value", which is the working optimal point of this total power output value. All working optimal points under different total power output values ​​form the optimal working line.

[0073] The approximate process of obtaining the optimal working point and the optimal working line from the previous conclusions is as follows:

[0074] (1) At each given fuel flow rate and low-speed shaft speed, search for the point with the maximum total power output. These points can form a total power output surface. The power injection values ​​corresponding to these points can form a power injection surface. Figure 7 and Figure 8 shown.

[0075] (2) On the total power output surface, determine a series of power output values, and then search for the point with the minimum fuel flow rate at each determined power output value. In this way, a working line with the highest fuel efficiency is obtained. The result is as follows: Fig. 9 and Fig.10 shown.

[0076] Through this algorithm, we actually get a one-to-one correspondence between the input: fuel flow, high-speed shaft power injection and low-speed shaft speed, and the output: total power output, and satisfy the requirement of "achieving the highest fuel efficiency under a certain total power output".

[0077] Use of strategy:

[0078] In actual use, the upper control gives a power demand, and the control strategy needs to convert it into the corresponding control input. Since the maximum fuel efficiency working line currently obtained is actually composed of a series of points, interpolation may be required during actual calculations. Since all points are one-to-one correspondence, that is, a total power output value corresponds to a high-speed shaft power injection, a low-speed shaft speed and a high-speed shaft power injection value, then interpolation only requires a simple one-dimensional linear interpolation.

[0079] Step S2, according to the overall power demand of the hybrid power system, the power injection strategy is adopted to determine the high-speed shaft power injection value, the low-speed shaft speed and the minimum fuel supply under the overall power demand of the hybrid power system.

[0080] Step S3, calculating the control torque according to the high-speed shaft power injection value.

[0081] The calculation formula of control torque is:

[0082]

[0083] Where, T H To control the torque, P H is the high-speed shaft power injection value, n H is the current motor speed. H Fluctuation occurs, or P H When changes occur, T H The value of is adjusted in real time according to the above formula.

[0084] Step S4, setting the motor to a torque control mode, and driving the motor according to the control torque to inject power into the high-speed shaft of the twin-shaft turboshaft engine.

[0085] Step S5, setting the generator to a speed control mode, and controlling the generator operation according to the low-speed shaft speed.

[0086] Step S6: driving the fuel supply system to supply a corresponding amount of fuel according to the minimum fuel supply amount.

[0087] The present invention uses three variables, namely fuel, high-speed shaft power injection and low-speed shaft speed, to achieve optimal control under fixed power demand. Compared with previous technologies, a new control mode option is provided. Moreover, this mode can significantly improve the fuel-saving performance of dual-shaft hybrid. This has been verified in relevant theoretical analysis and model simulation.

[0088] The embodiment of the present invention also provides a dual-shaft turboshaft engine hybrid power control device, such as Fig.11 and Fig.12 As shown, it includes: a hybrid ECU controller, a fuel supply system, a high-speed shaft motor system and a low-speed shaft generator system.

[0089] The hybrid ECU controller is connected to the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system respectively; the high-speed shaft motor system controls the high-speed shaft of the dual-shaft turboshaft engine; the low-speed shaft of the dual-shaft turboshaft engine is connected to the low-speed shaft generator system. The hybrid ECU controller is used to obtain the overall power demand of the hybrid system, and according to the overall power demand of the hybrid system, the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system are controlled by the aforementioned dual-shaft turboshaft engine hybrid system control method.

[0090] Exemplarily, the high-speed shaft motor system includes: a motor controller and a motor. The motor controller is connected to the hybrid ECU controller and the motor respectively, and the motor controller is used to obtain the high-speed shaft power injection value from the hybrid ECU controller, and calculate the control torque according to the high-speed shaft power injection value, so as to control the motor to inject power into the high-speed shaft of the dual-shaft turboshaft engine according to the control torque.

[0091] Exemplarily, the low-speed shaft generator system includes: a generator controller and a generator. The generator controller is connected to the hybrid ECU controller and the generator respectively, and is used to receive a low-speed shaft speed command from the hybrid ECU controller and control the generator operation according to the low-speed shaft speed command.

[0092] In one example, the control device further includes: a power setting device. The power setting device is connected to the hybrid ECU controller, and is used to set the overall power requirement of the hybrid system and send the overall power requirement of the hybrid system to the hybrid ECU controller. Fig.12 The medium power setting device is a host computer or a human-machine interface.

[0093] The working principle of a dual-shaft turboshaft engine hybrid power control device is as follows:

[0094] (1) First, determine the overall power demand. This demand is generally determined by external operating needs. External power demand is generally determined on the host computer or human-machine interface, and then transmitted to the hybrid ECU controller through the USART serial port or CAN protocol interface.

[0095] (2) On the ECU, a power injection strategy calculates the corresponding fuel supply, high-speed shaft power injection, and low-speed shaft speed based on the overall power demand, and sends them to the corresponding subsystems (the subsystems include the fuel supply system, the high-speed shaft motor system, and the low-speed shaft generator system).

[0096] The fuel supply system may include multiple fuel valves, fuel pumps and other components, depending on the specific fuel system components and structures. After calculating the required fuel supply, the ECU converts the fuel supply into a corresponding driving electrical signal, generally an analog electrical signal or a PWM signal, according to the characteristics of the fuel system, and then uses this signal to drive the fuel system to achieve the corresponding amount of fuel supply.

[0097] The motor controller uses the CAN protocol interface to receive the high-speed shaft power injection value sent by the ECU. Then, based on this power injection value and the speed of the motor, the motor controller calculates the torque that should be on the high-speed shaft and drives the motor. At this time, the motor controller should be in torque control mode.

[0098] The generator controller uses the CAN protocol interface to receive the low-speed shaft speed command issued by the ECU and ensure that the generator runs at the corresponding speed. At this time, the generator controller should be in speed control mode.

[0099] The control device of the present invention determines three key control parameters according to the external power demand: fuel supply, high-speed shaft power injection and low-speed shaft speed. The motor of the high-speed shaft is set to the torque control mode, and the output torque needs to be adjusted according to the real-time speed to ensure that the high-speed shaft power injection value remains unchanged; the low-speed shaft generator is in the speed control mode.

[0100] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0101] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A control method for a dual-shaft turboshaft engine hybrid power system, characterized in that: In the hybrid power system, the electric motor controls the high-speed shaft of the dual-shaft turboshaft engine, and the low-speed shaft of the dual-shaft turboshaft engine is connected to the generator; the control method includes: Construct a power injection strategy that aims to minimize fuel supply; According to the overall power demand of the hybrid power system, the power injection strategy is adopted to determine the high-speed shaft power injection value, the low-speed shaft speed and the minimum fuel supply under the overall power demand of the hybrid power system; Calculating the control torque according to the high-speed shaft power injection value; Setting the electric motor to a torque control mode and driving the electric motor according to the control torque to inject power into the high-speed shaft of the twin-shaft turboshaft engine; Setting the generator to a speed control mode and controlling the generator operation according to the low-speed shaft speed; According to the minimum fuel supply amount, the fuel supply system is driven to supply a corresponding amount of fuel; The power injection strategy aiming at minimizing the fuel supply amount specifically includes: Determine multiple values ​​of fuel supply, multiple values ​​of high-speed shaft power injection, and multiple values ​​of low-speed shaft speed, and arbitrarily combine the values ​​of fuel supply, high-speed shaft power injection, and low-speed shaft speed; Through experiments or numerical simulations, the overall power output value of the system corresponding to each combination is obtained; According to each combination and the overall system power output value corresponding to each combination, the optimal strategy curve when the fuel supply is the lowest is obtained by fitting; The optimal strategy curve when the fuel supply is the lowest is obtained by fitting according to each combination and the overall system power output value corresponding to each combination, specifically including: A three-dimensional coordinate system is constructed by taking the fuel supply as the x-axis, the low-speed shaft speed as the y-axis, and the overall power output of the system as the z-axis; According to each combination and the overall power output value of the system corresponding to each combination, a surface corresponding to different high-speed shaft power injection values ​​is obtained in a three-dimensional coordinate system; Under each determined fuel supply and low-speed shaft speed value, search for the point with the maximum overall power output value of the system in all surfaces, and connect them to form a total power output surface; On the total power output surface, a series of system overall power output values ​​are determined, and the point with the minimum fuel supply at each determined system overall power output value is searched to form a working line with maximum fuel efficiency as the optimal strategy curve when the fuel supply is the lowest.

2. The dual-shaft turboshaft engine hybrid power system control method according to claim 1, characterized in that: The calculation formula of the control torque is: ； In the formula, To control the torque, is the high-speed shaft power injection value, n H is the current motor speed.

3. A dual-shaft turboshaft engine hybrid power control device, characterized in that: The control device includes: a hybrid ECU controller, a fuel supply system, a high-speed shaft motor system and a low-speed shaft generator system; The hybrid ECU controller is connected to the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system respectively; the high-speed shaft motor system controls the high-speed shaft of the dual-shaft turboshaft engine; the low-speed shaft of the dual-shaft turboshaft engine is connected to the low-speed shaft generator system; The hybrid ECU controller is used to obtain the overall power demand of the hybrid system, and according to the overall power demand of the hybrid system, control the fuel supply system, the high-speed shaft motor system and the low-speed shaft generator system using the dual-shaft turboshaft engine hybrid system control method described in any one of claims 1-2.

4. The dual-shaft turboshaft engine hybrid power control device according to claim 3, characterized in that: The high-speed shaft motor system comprises: a motor controller and a motor; The motor controller is connected to the hybrid ECU controller and the motor respectively. The motor controller is used to obtain the high-speed shaft power injection value from the hybrid ECU controller, and calculate the control torque according to the high-speed shaft power injection value, so as to control the motor to inject power into the high-speed shaft of the dual-shaft turboshaft engine according to the control torque.

5. The dual-shaft turboshaft engine hybrid power control device according to claim 3, characterized in that: The low-speed shaft generator system comprises: a generator controller and a generator; The generator controller is connected to the hybrid ECU controller and the generator respectively, and is used to receive a low-speed shaft speed instruction from the hybrid ECU controller and control the operation of the generator according to the low-speed shaft speed instruction.

6. The dual-shaft turboshaft engine hybrid power control device according to claim 3, characterized in that: The control device further comprises: a power setting device; The power setting device is connected to the hybrid power ECU controller, and is used to set the overall power requirement of the hybrid power system and send the overall power requirement of the hybrid power system to the hybrid power ECU controller.

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