A method and device for optimizing the design of aircraft hybrid power system

Abstract

The present application provides a method and device for optimizing the design of an aircraft hybrid power system. The method provided by the present application includes: constructing a simulation model corresponding to a pre-designed hybrid power system; determining the required power range of the power system according to the flight envelope of the aircraft, and determining the load required power of the aircraft under multiple preset typical working conditions according to the required power range; determining rules according to the load required power under each type of preset typical working condition and the current and preset working modes, and determining the working mode of the aircraft under the load required power; simulating the working mode using the simulation model and obtaining the simulation results; wherein the simulation results include the operating parameters corresponding to each model; and providing optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results. The method provided by the present application is used to effectively optimize the design of the aircraft hybrid power system and improve its performance and reliability.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft power systems, and in particular to a method and device for optimizing the design of an aircraft hybrid power system. Background Art

[0002] With the rapid development of aviation technology, especially the widespread application of small aircraft such as drones and light aircraft, the design and optimization of aircraft power systems have become key factors in improving aircraft performance, reducing operating costs and reducing environmental impact. In the current aviation market, the demand for more efficient, more environmentally friendly and more economical power systems is growing, which has promoted the continuous innovation and progress of power system technology.

[0003] In recent years, as aircraft power systems have developed towards high efficiency, environmental protection and energy saving, the use of hybrid power systems in aircraft has become a trend. The aircraft hybrid power system, which combines a turboshaft engine direct drive integrated machine and a lithium battery, can improve energy efficiency while ensuring system stability by making full use of the high efficiency of the turboshaft engine and the fast response speed of the lithium battery, providing a flexible and efficient power source. However, the simultaneous operation of multiple power sources in a hybrid system will bring about complex power management and coordination problems. How to effectively optimize the design of aircraft hybrid power systems has become a hot topic in current research. Summary of the invention

[0004] In view of this, the present application provides a method and device for optimizing the design of an aircraft hybrid power system, so as to effectively optimize the design of the aircraft hybrid power system and improve its performance and reliability.

[0005] Specifically, the present application is implemented through the following technical solutions:

[0006] A first aspect of the present application provides a method for optimizing the design of an aircraft hybrid power system, the method comprising:

[0007] For a pre-designed hybrid power system, a simulation model corresponding to the hybrid power system is constructed; wherein the simulation model includes an engine model, an integrated machine model, a motor filter model, a machine-side converter model, a load model, and a battery assembly model; the engine model, the integrated machine model, the motor filter model, the machine-side converter model, and the load model are connected in sequence; the integrated machine model and the battery assembly model are used as power sources and are connected in parallel to supply power to the load model; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed, and torque; the integrated machine model is used to output three-phase electricity for supplying power to the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery and supply power to the load model in the working mode;

[0008] Determining a required power range of the hybrid power system according to a flight envelope of the aircraft, and determining a load required power of the aircraft under multiple preset typical operating conditions according to the required power range;

[0009] According to the load demand power under each type of preset typical working condition and the preset working mode determination rule, determine the working mode of the aircraft under the load demand power;

[0010] Simulating the working mode using the simulation model and obtaining simulation results; wherein the simulation results include operating parameters corresponding to each model in the simulation model;

[0011] Based on the simulation results, optimization suggestions are provided for the pre-designed aircraft hybrid power system.

[0012] According to a second aspect of the present application, there is provided a device for optimizing the design of an aircraft hybrid power system, the device comprising a construction module, a determination module, an acquisition module and an optimization module; wherein the construction module is used to construct a simulation model corresponding to a pre-designed hybrid power system; wherein the simulation model comprises an engine model, an all-in-one model, a motor filter model, a machine-side converter model, a load model and a battery assembly model; the engine model, the all-in-one model, the motor filter model, the machine-side converter model and the load model are connected in sequence; the all-in-one model and the battery assembly model are used as power sources and connected in parallel. The load model is used to power the aircraft; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed and torque; the integrated machine model is used to output three-phase electricity for powering the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery and power the load model in the working mode;

[0013] The determination module is used to determine the required power range of the power system according to the flight envelope of the aircraft, and determine the load required power of the aircraft under multiple preset typical working conditions according to the required power range;

[0014] The determination module is further used to determine the operating mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the current and preset working mode determination rules;

[0015] The acquisition module is used to simulate the working mode using the simulation model and obtain simulation results; wherein the simulation results include operating parameters corresponding to each model in the simulation model;

[0016] The optimization module is used to provide optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results.

[0017] The method and device for optimizing the design of an aircraft hybrid power system provided in the present application are for a pre-designed hybrid power system. By constructing a simulation model corresponding to the hybrid power system, and determining the required power range of the power system according to the flight envelope of the aircraft, the load required power of the aircraft under multiple types of preset typical operating conditions is determined according to the required power range, and the load required power under each type of preset typical operating condition and the preset working mode are determined according to the rules to determine the working mode of the aircraft under the load required power, and then the working mode is simulated by using the simulation model, and the simulation results are obtained, so as to provide optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results, which can effectively improve the performance of the aircraft hybrid power system. It adopts advanced simulation tools and optimization algorithms, can foresee potential problems in the design stage, and propose improvement measures, so as to achieve more efficient and reliable aircraft power system design.

[0018] In addition, based on the above method, the working mode and the power distribution method under each working mode are determined. In this way, not only can the flexible distribution of power and the improvement of energy efficiency be achieved, but also effective energy management can be provided. In addition, according to different flight conditions and load requirements, the working mode and power distribution of the engine and battery are dynamically adjusted. Not only can the fuel consumption be reduced and the flight time of the aircraft be extended by optimizing the power distribution, but also when the battery power is insufficient or the power demand is high, it can automatically switch to the appropriate working mode to ensure flight safety; further, through reasonable charge and discharge management, the battery can be avoided from over-discharging or over-charging, and the battery life can be extended. In other words, the energy management strategy based on the load demand power and the preset working mode realizes the efficient, reliable and intelligent management of the aircraft hybrid power system by dynamically adjusting the working status of the integrated machine and the battery.

[0019] In addition, by monitoring various types of faults such as power imbalance, voltage fluctuation, current overload, abnormal battery power, etc., it can comprehensively detect potential fault conditions. At the same time, for different fault types, the system takes corresponding improvement measures, such as reducing the power of unimportant loads, disconnecting certain loads, adjusting charging power, charging or discharging batteries, etc., to ensure the stable operation of the system. In this way, the system can not only dynamically adjust the power distribution of the engine, all-in-one machine and lithium battery according to load requirements to maximize energy utilization efficiency, but also automatically identify the fault type and adjust the power distribution strategy when a fault occurs, thereby ensuring the normal operation of the aircraft.

[0020] In addition, by using the fault judgment rules pre-set for each of the multiple specified parameters in the hybrid power system, the specified parameters are diagnosed to identify the faults existing in the hybrid power system, and a fault report is generated based on the identified faults, and improvement measures corresponding to the faults are generated, and the effectiveness of the improvement measures is simulated based on the simulation model. In this way, through simulation and preset judgment rules, hybrid power system faults can be identified quickly and accurately, and effective improvement measures can be proposed, and the effectiveness of the improvement measures can be further verified in the simulation environment. In this way, the high cost and potential risks brought by direct testing on the actual vehicle can be avoided. On the second hand, through continuous simulation and improvement, the overall performance and reliability of the hybrid power system can be improved; on the third hand, through simulation technology and fault diagnosis, the process of fault identification and improvement measure verification can be accelerated, shortening the product development cycle.

[0021] In summary, the use of simulation technology for fault diagnosis and improvement measures verification of hybrid power systems not only improves the accuracy and efficiency of diagnosis, but also effectively reduces costs and risks, which is of great significance for improving the performance and reliability of hybrid power systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A flow chart of a first embodiment of a method for optimizing a hybrid power system design for an aircraft provided in the present application;

[0023] Figure 2 A schematic diagram of a simulation model shown as an exemplary embodiment of the present application;

[0024] Figure 3 A schematic diagram of a battery assembly model shown as an exemplary embodiment of the present application;

[0025] Figure 4 A flow chart of Embodiment 2 of the method for optimizing the design of an aircraft hybrid power system provided in the present application;

[0026] Figure 5 Schematic diagram of Embodiment 3 of the device for optimizing the design of aircraft hybrid power system provided in the present application. DETAILED DESCRIPTION

[0027] Here, exemplary embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0028] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0029] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0030] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0031] Embodiment 1:

[0032] Figure 1 This is a flow chart of the first embodiment of the method for optimizing the design of an aircraft hybrid power system provided by this application. Figure 1 , the method provided in this embodiment may include:

[0033] S101. For a pre-designed hybrid power system, a simulation model corresponding to the hybrid power system is constructed.

[0034] Among them, the simulation model includes an engine model, an integrated machine model, a motor filter model, a machine-side converter model, a load model, and a battery assembly model; the engine model, the integrated machine model, the motor filter model, the machine-side converter model and the load model are connected in sequence; the integrated machine model and the battery assembly serve as power sources and are connected in parallel to power the load model; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed and torque; the integrated machine model is used to output three-phase electricity to power the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery and power the load model in the working mode.

[0035] Specifically, the hybrid power system is a system that combines multiple power sources to provide a more efficient and flexible energy supply. It should be noted that the type of specific modules within the hybrid power system is set according to actual needs, and this is not limited in this embodiment. In specific implementation, the hybrid power system can be driven by a fuel engine and an all-in-one machine. The hybrid power system can include an engine, an all-in-one machine, a motor filter, a machine-side converter, a load, a battery assembly, etc.

[0036] Figure 2 This is a schematic diagram of a simulation model shown in an exemplary embodiment of the present application. Figure 2 The simulation model is a mathematical or computer model of an actual system or process, which is used to simulate and predict the behavior of the system. It is understood that the simulation model and the hybrid system include the same components so as to simulate the hybrid system.

[0037] Furthermore, the engine model is used to simulate the working characteristics of the fuel engine. In specific implementation, the relationship between the flight altitude, flight speed, intake flow, rotation speed and torque can be simulated through the engine model.

[0038] Furthermore, the integrated machine model is used to simulate the working state of the integrated machine. In specific implementation, the integrated machine model can be used to simulate the power output, speed, torque and other parameters of the integrated machine when generating electricity.

[0039] Furthermore, the motor filter model is used to simulate the process of filtering the electrical signal generated by the all-in-one machine to remove noise and interference.

[0040] Furthermore, the machine-side converter model is used to simulate the process of converting the electric energy generated by the integrated machine into electric energy suitable for use by the load.

[0041] Furthermore, the load model is used to simulate the power load on the aircraft. It should be noted that the load model can simulate processes including constant power load and dynamic power load to reflect the power demand under different flight conditions.

[0042] Furthermore, the battery assembly model is used to simulate the energy storage and release characteristics of the battery. Figure 3 This is a schematic diagram of a battery assembly shown as an exemplary embodiment of the present application. The battery assembly model may include a battery module, a power control module, and a buck-boost circuit. The battery module is used to provide electrical energy; the power control module is used to adjust the output power of the battery according to the actual needs of the system: when the system needs more energy, it can increase the output power of the battery; conversely, when the system has excess energy, it can reduce the output power of the battery to avoid energy waste. Furthermore, the boost-drop circuit is used to perform buck-boost processing on the electricity output by the battery to adapt to the needs of the load model.

[0043] It should be noted that the all-in-one machine is a device that includes both the generator function and the motor function. In specific implementation, a permanent magnet synchronous motor (PMSM) can be selected as the all-in-one machine.

[0044] In specific implementation, the engine model, the integrated machine model, the motor filter model, the machine-side converter model and the load model are connected in sequence to form a complete power transmission path, and the integrated machine model and the battery assembly model are used as power sources and connected in parallel to jointly power the load model.

[0045] Optionally, in a possible implementation, a simulation model is established according to the actual situation of the hybrid power system. The components, parameters and working modes of the system are defined, and the model is built by dragging and dropping modules through a graphical interface in a tool (such as Simulink), and the parameters of each module are set. In addition, custom functions can be used to implement more complex logic.

[0046] Optionally, the simulation model supports dynamic adjustment of the following parameters: the maximum output power of the all-in-one machine; the discharge rate of the battery module in the battery assembly model, so as to increase the instantaneous output power of the battery through the discharge rate; the fluctuation range and change rate of the load demand power of the load model.

[0047] It should be noted that by allowing the simulation model to support dynamic adjustment of the maximum output power of the integrated machine, the performance of the integrated machine under different working conditions can be simulated, making the system design and optimization more flexible. By allowing the simulation model to dynamically adjust the maximum output power of the integrated machine, the distribution and use of energy can be optimized, and the overall efficiency and stability of the system can be improved. Furthermore, by adjusting the discharge rate, excessive discharge of the battery can be avoided and battery loss can be reduced. Furthermore, by dynamically adjusting the fluctuation range and change rate of the load demand power, the actual load changes can be simulated, allowing the system to respond to changes in load demand more quickly. In this way, by adjusting the above parameters, a variety of different real operating conditions of the aircraft can be simulated through the simulation model.

[0048] S102: Determine a required power range of the hybrid power system according to a flight envelope of the aircraft, and determine the load required power of the aircraft under multiple preset typical operating conditions according to the required power range.

[0049] Specifically, the flight envelope of an aircraft refers to the performance boundary within which the aircraft can operate safely and effectively under different flight conditions (such as altitude, speed, temperature, etc.). In specific implementation, the flight envelope may include data in dimensions such as speed envelope, altitude envelope, and temperature envelope. The speed envelope, altitude envelope, and temperature envelope in the flight envelope can reflect the performance limits of the aircraft in different environments.

[0050] Furthermore, the required power range of the hybrid power system refers to the minimum and maximum power that the power system needs to provide within the flight envelope of the aircraft in order to meet the various flight requirements of the aircraft (such as takeoff, cruising, climbing, landing, etc.). It should be noted that the required power range can be determined by the design performance, load characteristics and flight mission requirements of the aircraft. In specific implementation, when determining the required power range when the aircraft takes off, according to the flight envelope of the aircraft, by consulting the design parameters of the aircraft such as weight, drag coefficient, propulsion efficiency, etc., the minimum power and maximum power that the power system needs to provide at the current wind speed and temperature are calculated, and it is determined as the required power range.

[0051] Furthermore, the load demand power refers to the total power required by all electrical devices on the aircraft, and the load demand power may change according to the flight status of the aircraft, load changes, and external environmental factors.

[0052] Furthermore, the preset typical operating conditions cover all major flight phases of the aircraft and possible changes in flight conditions to ensure that the performance and adaptability of the power system can be fully evaluated. It should be noted that the specific operating condition types included in the preset typical operating conditions are set according to actual needs, and are not limited in this embodiment. For example, in one embodiment, the preset typical operating conditions may include typical flight phases such as take-off, cruising, climbing, landing, acceleration, and deceleration.

[0053] In the specific implementation, according to the flight envelope of the aircraft and the load demand power of the aircraft under the operating condition, for each preset typical operating condition, under the constraint of the load demand power, the power requirements of all electrical equipment on the aircraft are summarized and analyzed to obtain the total load demand power.

[0054] Optionally, in a possible implementation, the preset typical operating condition may be a load demand stable operating condition, a load demand sudden drop operating condition, or a load demand sudden increase operating condition.

[0055] S103, determining the working mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the preset working mode determination rule.

[0056] Specifically, the working mode determination rules refer to a set of decision-making bases or methods for selecting the best working mode based on the preset typical working conditions, load demand power and performance characteristics of the power system. It is understandable that the working mode determination rules are usually formulated based on factors such as the design performance, safety requirements and mission requirements of the aircraft.

[0057] Furthermore, the operating mode refers to the operating method or strategy adopted by the power system to meet the load requirements of the aircraft under different flight conditions.

[0058] In specific implementation, for example, in one embodiment, during the take-off phase, the power system needs to output at maximum power to ensure that the aircraft can quickly obtain sufficient lift. For another example, in another embodiment, during the cruising phase, the aircraft needs to adopt a more energy-saving operation mode to extend the range of the aircraft.

[0059] Optionally, in a possible implementation, in this embodiment, the simulation model supports the following working modes: the all-in-one machine and the lithium battery are powered in different proportions; the all-in-one machine is powered alone; the lithium battery is powered alone; the all-in-one machine is charged with a lithium battery. Further, in a specific implementation, the working mode can be determined in the following manner:

[0060] When the load demand power is less than or equal to the sum of the maximum power of the integrated device and the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a parallel power supply mode of the integrated device and the battery;

[0061] When the current remaining power of the battery assembly model is less than the preset minimum remaining power and the load demand power is greater than or equal to the maximum power of the integrated device, or when the load demand power is greater than or equal to the maximum power of the battery and the load demand power is greater than or equal to the maximum power of the integrated device, determine that the working mode of the aircraft under the load demand power is the integrated device single power supply mode;

[0062] When the current remaining power of the battery assembly model is greater than or equal to the preset minimum remaining power, or when the load demand power is less than or equal to the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a battery-only power supply mode;

[0063] When the current remaining power of the battery assembly model is less than the target power, the operating mode of the aircraft under the load demand power is determined to be a battery charging mode, so as to adjust the engine model and the all-in-one model to charge the battery module in the battery assembly model.

[0064] (1) Parallel power supply mode:

[0065] It should be noted that in the parallel power supply mode, the all-in-one device and the battery act as power sources at the same time, and are connected in parallel to provide power for the aircraft's load. In other words, the all-in-one device and the battery will work at the same time to provide power for the aircraft's load to meet the aircraft's power needs.

[0066] In specific implementation, the maximum power of the integrated device and the maximum power of the battery are obtained, and these two values ​​are added to obtain the maximum power sum when the integrated device and the battery are powered in parallel. If the load demand power is less than or equal to the maximum power sum, it is determined that the working mode of the aircraft under the load demand power is the integrated device and battery parallel power supply mode.

[0067] In a possible implementation, in a mode where the integrated device and the battery are connected in parallel for power supply, the power distribution ratio of the integrated device and the battery is calculated using a first formula, wherein the first formula is:

[0068] ;

[0069] ;

[0070] Among them, the The distributed power of the integrated machine; The allocated power of the battery; is the load power requirement;

[0071] The k is the power generation and power supply ratio coefficient; The determination process includes:

[0072] Determine multiple power combinations according to the load power demand; wherein each power combination includes an integrated machine power allocation value and a battery power allocation value; and the sum of the integrated machine power allocation value and the battery power allocation value is equal to the load power demand;

[0073] According to the multiple power combinations, the power supply ratio coefficient k of the integrated device is searched according to a preset objective function; wherein the preset objective function is:

[0074] ;

[0075] Wherein, k is the power supply ratio coefficient of the integrated device, Assigning power values ​​to engines in a power combination; Assigning power values ​​to batteries in a power combination; The load requires power; is the mechanical efficiency of the engine; For the battery efficiency.

[0076] In specific implementation, for example, in one embodiment, the mechanical efficiency of the engine and the working efficiency of the battery can be set to 70% to 80% respectively based on historical test data or expert experience. and When the value range is 1-100, randomly select and , for example, we can Take 1, Take 99 and substitute it into the formula to calculate the power supply ratio coefficient k of the integrated machine, and then reselect and The value of the integrated device power supply ratio coefficient k is continuously iterated to find the maximum value among all k and determine it as the final integrated device power supply ratio coefficient.

[0077] Optionally, in a possible implementation, according to the load power requirement , the target power allocation of the integrated machine can be determined and the target power distribution of the battery , for example, can be determined according to the following formula:

[0078] );

[0079] ;

[0080] This means that the maximum power load is firstly made to be borne by the all-in-one machine as much as possible, and the rest is provided by the battery. If the power of the all-in-one machine has reached its upper limit, the remaining power demand will be borne entirely by the battery.

[0081] It should be noted that when the load power demand is too high, the PID controller will try to meet the demand without exceeding their respective power limits by adjusting the output power of the integrated machine and the battery. The maximum output has been reached, and the PID controller will ask the battery to take on more load until the battery's maximum output power is reached. The limit is hit.

[0082] (2) All-in-one machine single power supply mode:

[0083] Specifically, the preset minimum remaining power is the lowest threshold of the battery, which is used to avoid over-discharge of the battery component to protect the service life and safety of the battery.

[0084] Furthermore, the current remaining power of the battery assembly model refers to the remaining power of the battery at the current moment, which can be expressed as a percentage or a specific power value, reflecting the remaining energy storage capacity of the battery.

[0085] Specifically, when the current remaining power of the battery assembly model is less than the preset minimum remaining power and the load demand power is greater than or equal to the maximum power of the all-in-one machine, or when the load demand power is greater than or equal to the maximum power of the battery and the load demand power is greater than or equal to the maximum power of the all-in-one machine, it is determined that the working mode of the aircraft under the load demand power is the all-in-one machine single power supply mode.

[0086] Furthermore, the all-in-one machine's separate power supply mode is that the all-in-one machine serves as the only power source to provide power for the aircraft's load.

[0087] In specific implementation, for example, in one embodiment, when the current remaining power of the battery assembly model is less than the minimum remaining power, the load demand power is determined to be 800kW, which is greater than the maximum power of the engine, 500kW. At this time, the working mode of the aircraft under the load demand power is the all-in-one power supply mode. For another example, in another embodiment, the load demand power is 800kW, which is greater than the maximum power of the all-in-one, 500kW, and also greater than the maximum power of the engine, 600kW. At this time, the working mode of the aircraft under the load demand power is the all-in-one power supply mode.

[0088] (3) Battery power supply mode:

[0089] In specific implementation, for example, in one embodiment, the remaining power of the battery assembly model is 6%, which is greater than the preset minimum remaining power of 10%. At this time, it is determined that the working mode of the aircraft under the load demand power is the battery-only power supply mode. For another example, in another embodiment, the load demand power is 300kW, which is less than the maximum power of the battery 400kW. At this time, it is determined that the working mode of the aircraft under the load demand power is the battery-only power supply mode.

[0090] (4) Battery charging mode

[0091] Specifically, the target power is used to determine whether the battery assembly model needs to be charged. When the remaining power of the battery assembly model is less than the target power, it is determined that the battery assembly model needs to be charged.

[0092] In a possible implementation, in the battery charging mode, the output power of the integrated device is calculated according to a third formula, which is:

[0093] ;

[0094] ;

[0095] Among them, the is the output power of the integrated machine; The load requires power; is the maximum power of the battery; The maximum power of the machine.

[0096] In another possible implementation, in the battery charging mode, the battery module in the battery assembly model updates the remaining power according to the fourth formula, and the fourth formula is:

[0097] );

[0098] Wherein, t is the current time; Δt is the time interval; is the current power of the battery; is the current capacity of the battery; is the current voltage value of the battery.

[0099] It should be noted that the method provided in this embodiment determines the working mode and the power distribution method under each working mode based on the above method, so that not only can the flexible distribution of power and the improvement of energy efficiency be achieved, but also effective energy management can be provided. In addition, according to different flight conditions and load requirements, the working mode and power distribution of the engine and battery are dynamically adjusted, which can not only reduce fuel consumption and extend the flight time of the aircraft by optimizing power distribution, but also automatically switch to the appropriate working mode when the battery is low or high power is required to ensure flight safety; further, through reasonable charge and discharge management, the battery can be prevented from over-discharging or over-charging, and the battery life can be extended.

[0100] In other words, the energy management strategy based on the load demand power and the preset working mode realizes efficient, reliable and intelligent management of the aircraft hybrid power system by dynamically adjusting the working status of the integrated machine and the battery.

[0101] S104, simulating the working mode using the simulation model and obtaining simulation results; wherein the simulation results include operating parameters corresponding to each model in the simulation model.

[0102] Specifically, the operating parameters refer to numerical indicators that describe the operating status of each model in the simulation model. The operating parameters reflect the performance and efficiency of the hybrid power system and are used to evaluate whether it meets the needs of the aircraft. For example, in one embodiment, the operating parameters may include data such as power output, fuel consumption rate, battery power, system temperature, etc.

[0103] In practice, simulation models can be run to simulate the behavior of the hybrid powertrain in different operating modes.

[0104] It should be noted that by analyzing the simulation results, system performance can be evaluated and potential problems can be identified. For example, simulation can reveal whether the battery discharge rate meets the requirements under specific operating conditions, or whether the engine and motor work smoothly together.

[0105] S105: providing optimization suggestions for a pre-designed aircraft hybrid power system based on the simulation results.

[0106] Specifically, the pre-designed aircraft hybrid power system is an aircraft hybrid power system that has been preliminarily determined and constructed in the design stage. It is understandable that the simulation model contains exactly the same components as the pre-designed aircraft hybrid power system.

[0107] In specific implementation, after obtaining the simulation results, the difference between the simulation results and the expected goals can be compared, the impact of various factors on system performance can be analyzed, and targeted optimization suggestions can be put forward. Specifically, component parameters can be adjusted, control strategies can be improved, or parts of the system can be redesigned to improve overall performance and efficiency. For example, optimizing the power density and heat dissipation design of the motor can improve the reliability and efficiency of the system. For example, in one embodiment, based on the simulation results, the performance and efficiency of different power sources are evaluated, and a power source combination that is more suitable for the current flight mission requirements is selected; at the same time, based on the simulation results, the system parameters (such as engine speed, integrated machine power, battery energy density, etc.) are adjusted to optimize system performance, reduce costs or improve efficiency; at the same time, based on the simulation results, the system control strategy (such as energy distribution strategy, power regulation method, etc.) is improved to improve the system's response speed, stability and adaptability.

[0108] Optionally, in a possible implementation method, based on the simulation results, optimization suggestions can be made for at least one of the following modules: improving the power regulation response speed of the power supply module, optimizing the discharge strategy of the energy storage module, and improving the response capability and response speed of the energy storage module under power surge conditions; optimizing the power output characteristics of the power supply module; and for the power distribution module, adjusting the hardware design and / or heat dissipation capability of the power distribution module.

[0109] Specifically, through the simulation results, it can be determined whether each module can be improved to obtain better performance.

[0110] In specific implementation, for example, in one embodiment, if the simulation results show that the power regulation response speed of the power module is slow, it is possible to consider optimizing its control algorithm or adding additional control circuits to increase the response speed. The hardware of the power module can also be improved, such as using higher performance power semiconductor devices.

[0111] For another example, in another embodiment, the discharge strategy can be adjusted according to the system power requirements under different working conditions in the simulation results: under the condition of sudden power increase, the discharge speed and discharge amount of the energy storage module can be optimized to ensure that the system can quickly obtain sufficient power support.

[0112] For example, in another embodiment, the response capability and response speed under power surge conditions can be improved by improving the control system and hardware design of the energy storage module, using a more efficient battery management system to monitor and control the discharge process of the energy storage module, or using a higher performance battery pack to improve the discharge capacity of the energy storage module.

[0113] For example, in another embodiment, the power output characteristics of the power module can be improved by improving its control algorithm, optimizing circuit design and selecting higher performance components to improve its stability and efficiency. The load adaptability of the power module can also be adjusted according to the simulation results to ensure that it can maintain good power output characteristics under different working conditions.

[0114] For example, in another embodiment, for the hardware design of the power distribution module, its circuit layout, component selection, connection method, etc. can be optimized according to parameters such as current and voltage in the simulation results, so as to reduce the loss and failure rate of the power distribution module and improve its working efficiency and reliability.

[0115] For example, in another embodiment, the simulation results show that the power distribution module has poor heat dissipation under long-term high-load operation, and its heat dissipation capacity can be improved by increasing the heat dissipation area, optimizing the heat dissipation structure, or adopting higher-performance heat dissipation materials. The operating temperature of the power distribution module can also be monitored and controlled according to the simulation results to avoid failures and damage caused by overheating.

[0116] The method for optimizing the design of an aircraft hybrid power system provided in the present embodiment is for a pre-designed hybrid power system. By constructing a simulation model corresponding to the hybrid power system, and determining the required power range of the power system according to the flight envelope of the aircraft, the load required power of the aircraft under multiple types of preset typical operating conditions is determined according to the required power range, and the load required power under each type of preset typical operating condition and the preset working mode are determined according to the rules to determine the working mode of the aircraft under the load required power, and then the working mode is simulated by using the simulation model, and the simulation results are obtained, so as to provide optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results, which can effectively improve the performance of the aircraft hybrid power system. It adopts advanced simulation tools and optimization algorithms, can foresee potential problems in the design stage, and propose improvement measures, so as to achieve a more efficient and reliable aircraft power system design.

[0117] Embodiment 2:

[0118] Optionally, in a possible implementation, Figure 4 This is a flow chart of Embodiment 2 of the method for optimizing the design of an aircraft hybrid power system provided by this application. Figure 4 Based on the above embodiment, after obtaining the simulation result, the method further includes:

[0119] S401. Perform fault diagnosis on each of a plurality of designated parameters in the hybrid power system using a fault determination rule pre-set for the designated parameter to identify a fault existing in the hybrid power system, and generate a fault report based on the identified fault.

[0120] Specifically, the specified parameters are pre-selected key performance parameters or state variables. It is understood that the specified parameters are used to monitor the health of the system. In specific implementations, the specified parameters may include engine speed, battery voltage, current, fuel flow, etc.

[0121] Furthermore, the fault determination rule may be a series of conditions and thresholds set for each specified parameter, which are used to determine whether the parameter exceeds a normal range, thereby indicating that a system fault may exist.

[0122] In specific implementation, by real-time or periodic monitoring of the specified parameters, the values ​​of the specified parameters are identified through fault judgment rules to identify whether the system has an abnormality or fault.

[0123] Further, once the fault diagnosis process identifies a fault, a fault report containing detailed fault information is generated for subsequent analysis and recording. It should be noted that the specific content contained in the fault report is determined according to actual needs, and is not limited in this embodiment. For example, in one embodiment, the fault report may include the fault type, occurrence time, related parameter values, etc.

[0124] S402: Generate improvement measures corresponding to the fault, and simulate the effectiveness of the improvement measures based on the simulation model.

[0125] Specifically, improvement measures are plans or measures developed to repair or mitigate the impact of a fault based on the type, severity and possible cause of the fault. It is understood that these measures may involve hardware replacement, software updates or control strategy adjustments, etc., aimed at eliminating the fault and improving system performance.

[0126] Furthermore, the improvement measures are applied to the simulation model and simulation tests are performed to evaluate their effectiveness. By comparing the simulation results before and after the improvement, it is determined whether the measures have achieved the expected results to ensure that the problems can be effectively solved in practical applications. For example, if it is identified that the fault or abnormality of the system has been improved and no new faults or abnormalities have occurred, it is determined that the improvement measure is ideal and can be directly applied; on the contrary, if the current fault or abnormality of the system has not been improved or a new fault or abnormality has occurred, it is determined that the improvement measure does not meet the requirements and needs to be redesigned.

[0127] In specific implementation, for example, in one embodiment, when the allocated power of the integrated machine is greater than the maximum power of the integrated machine or the allocated power of the battery is greater than the maximum power of the battery, a power allocation alarm is triggered, and fault improvement is performed based on pre-set fault improvement measures.

[0128] Furthermore, the fault improvement measure may be to adjust the control parameters of the power controller. In specific implementation, for example, in one embodiment, the proportional gain of the PID controller may be adjusted. , integral gain and differential gain , recalculate the control output by the following formula:

[0129] First aspect: Calculate the power distribution error of the integrated machine:

[0130] Set the target power distribution of the integrated machine to The actual output power of the integrated machine is dynamically adjusted according to system needs, and the error is defined according to the following formula:

[0131] ;

[0132] in, is the error of the integrated machine, Allocate power to the target of the all-in-one machine, It is the actual output power of the machine.

[0133] It should be noted that the controller can reduce the error by adjusting the actual output power of the integrated machine. .

[0134] Furthermore, the actual output power of the integrated machine can be calculated based on the following formula: :

[0135] ;

[0136] in, is the actual output power of the integrated machine, is the error of the integrated machine, Allocate power to the target of the all-in-one machine, is the proportional gain, is the integral gain, is the differential gain. It should be noted that when Exceed When .

[0137] It should be noted that when When the load demand exceeds the maximum power limit, the controller will detect the error and adjust the power output so that and .in, Characterizes the actual output power of the all-in-one machine. Characterizes the current power of the battery, Characterizes the power demanded by the load.

[0138] Furthermore, when the error continues to be too large, an alarm is triggered. When the power limit is reached, the power of unimportant loads is directly reduced or some loads are disconnected to avoid system overload.

[0139] Furthermore, when When the voltage fluctuation alarm is triggered, V is the voltage value of the battery module. is the reference voltage value, is the voltage overload threshold. Further, when the battery is used alone for power supply, the cause may be a battery over-discharge failure; when the all-in-one device is used alone for power supply, it may be a low voltage failure, and the load demand can be reduced.

[0140] Furthermore, in the battery charging mode, if it is detected that ,in, is the real-time charging current of the battery, If it is the maximum charging current of the battery, it is judged as a charging current over-large fault and the charging power can be reduced.

[0141] Furthermore, when When , the current overload alarm is triggered; where I is the current value of the battery module, is the reference current value, is the current overload threshold.

[0142] Furthermore, when the battery or When SOC is the battery charge value, is the lower limit of battery power, The upper limit of the battery power will trigger a battery abnormality fault alarm. At this time, the battery can be charged or discharged.

[0143] It should be noted that during the fault detection process, the temperature parameters of the integrated machine and the battery module can also be monitored. If the temperature exceeds the preset maximum allowable temperature, the corresponding heat dissipation measures are initiated, including adjusting the speed of the cooling fan or increasing the coolant flow.

[0144] It should be noted that in this embodiment, by monitoring various types of faults such as power imbalance, voltage fluctuation, current overload, abnormal battery power, etc., potential fault conditions can be fully detected. At the same time, for different fault types, the system takes corresponding improvement measures, such as reducing the power of unimportant loads, disconnecting certain loads, adjusting the charging power, charging or discharging the battery, etc., to ensure the stable operation of the system. In this way, the system can not only dynamically adjust the power distribution of the engine, the integrated machine and the lithium battery according to the load demand to maximize the energy utilization efficiency, but also automatically identify the fault type and adjust the power distribution strategy when a fault occurs, thereby ensuring the normal operation of the aircraft.

[0145] The method provided in this embodiment, after obtaining the simulation results, performs fault diagnosis on each of the multiple specified parameters in the hybrid power system by using the fault judgment rules pre-set for the specified parameters, so as to identify the faults existing in the hybrid power system, generate a fault report based on the identified faults, generate improvement measures corresponding to the faults, and simulate the effectiveness of the improvement measures based on the simulation model. In this way, through simulation and preset judgment rules, it is possible to quickly and accurately identify hybrid power system faults, propose effective improvement measures, and further verify the effectiveness of the improvement measures in a simulation environment, so that the high cost and potential risks brought by direct testing on the aircraft can be avoided. On the second hand, through continuous simulation and improvement, the overall performance and reliability of the hybrid power system can be improved; on the third hand, through simulation technology and fault diagnosis, the process of fault identification and improvement measure verification can be accelerated, shortening the product development cycle.

[0146] In summary, the use of simulation technology for fault diagnosis and improvement measures verification of hybrid power systems not only improves the accuracy and efficiency of diagnosis, but also effectively reduces costs and risks, which is of great significance for improving the performance and reliability of hybrid power systems.

[0147] Optionally, after obtaining the simulation results, the simulation process and / or simulation results may be visualized in the form of curves, charts or animations to facilitate analysis and debugging.

[0148] In specific implementation, you can draw curves of various parameters changing over time (such as current, voltage, power, etc.) or comparison charts between different parameters to intuitively show the dynamic behavior of the system under different working conditions. For more complex systems or processes, animation visualization can provide richer information. By simulating the actual operating state of the system, the animation can show the interaction between the components and the energy conversion process, helping to understand the overall operating mechanism of the system.

[0149] The method provided in this implementation can improve the efficiency of analysis and debugging, reduce risks and costs, and help optimize the design scheme and help understand the overall operation mechanism of the system through the visualization of the simulation process.

[0150] Corresponding to the above-mentioned embodiment of a method for optimizing the design of an aircraft hybrid power system, the present application also provides an embodiment of a device for optimizing the design of an aircraft hybrid power system. The device for optimizing the design of an aircraft hybrid power system provided by the present application is introduced below.

[0151] Embodiment three:

[0152] Figure 5 This is a schematic diagram of the structure of the third embodiment of the device for optimizing the design of the aircraft hybrid power system provided by this application. Figure 5 The device provided in this embodiment includes a construction module 510, a determination module 520, an acquisition module 530 and an optimization module 540; wherein the construction module 510 is used to construct a simulation model corresponding to the hybrid power system for a pre-designed hybrid power system; wherein the simulation model includes an engine model, an integrated machine model, a motor filter model, a machine-side converter model, a load model, and a battery assembly model; the engine model, the integrated machine model, the motor filter model, the machine-side converter model and the load model are connected in sequence; the integrated machine model and the battery assembly are used as power sources and connected in parallel as the load model type power supply; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed and torque; the integrated machine model is used to output three-phase electricity for powering the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery, and power the load model in the working mode;

[0153] The determination module 520 is used to determine the required power range of the power system according to the flight envelope of the aircraft, and determine the load required power of the aircraft under multiple preset typical working conditions according to the required power range;

[0154] The determination module 520 is further configured to determine the operating mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the current and preset working mode determination rules;

[0155] The acquisition module 530 is used to simulate the working mode using the simulation model and obtain simulation results; wherein the simulation results include operating parameters corresponding to each model;

[0156] The optimization module 540 is used to provide optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results.

[0157] The device of this embodiment can be used to perform Figure 1 The steps, specific implementation principles and implementation processes of the method embodiment shown are similar and will not be repeated here.

[0158] The implementation process of the functions and effects of each unit in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, and will not be repeated here.

[0159] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present application scheme. A person of ordinary skill in the art can understand and implement it without paying any creative work.

[0160] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for optimizing the design of an aircraft hybrid power system, characterized in that: The method comprises: For a pre-designed hybrid power system, a simulation model corresponding to the hybrid power system is constructed; wherein the simulation model includes an engine model, an integrated machine model, a motor filter model, a machine-side converter model, a load model, and a battery assembly model; the engine model, the integrated machine model, the motor filter model, the machine-side converter model, and the load model are connected in sequence; the integrated machine model and the battery assembly model are used as power sources and are connected in parallel to supply power to the load model; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed, and torque; the integrated machine model is used to output three-phase electricity for supplying power to the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery and supply power to the load model in the working mode; Determining a required power range of the hybrid power system according to a flight envelope of the aircraft, and determining a load required power of the aircraft under multiple preset typical operating conditions according to the required power range; According to the load demand power under each type of preset typical working condition and the preset working mode determination rule, determine the working mode of the aircraft under the load demand power; The step of determining the working mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the preset working mode determination rule includes: When the load demand power is less than or equal to the sum of the maximum power of the integrated device and the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a parallel power supply mode of the integrated device and the battery; When the current remaining power of the battery assembly model is less than the preset minimum remaining power and the load demand power is greater than or equal to the maximum power of the integrated device, or when the load demand power is greater than or equal to the maximum power of the battery and the load demand power is greater than or equal to the maximum power of the integrated device, determine that the working mode of the aircraft under the load demand power is the integrated device single power supply mode; When the current remaining power of the battery assembly model is greater than or equal to the preset minimum remaining power, or when the load demand power is less than or equal to the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a battery-only power supply mode; When the current remaining power of the battery assembly model is less than the target power, determining that the working mode of the aircraft under the load demand power is a battery charging mode, so as to adjust the engine model and the integrated machine model to charge the battery module in the battery assembly model; Simulating the working mode using the simulation model and obtaining simulation results; wherein the simulation results include operating parameters corresponding to each model in the simulation model; Based on the simulation results, optimization suggestions are provided for the pre-designed aircraft hybrid power system.

2. The method according to claim 1, characterized in that In the parallel power supply mode of the integrated device and the battery, the power distribution ratio of the integrated device and the battery is calculated by a first formula, wherein the first formula is: ； ； Among them, the The distributed power of the integrated machine; The allocated power of the battery; is the load power requirement; Said is the power supply ratio coefficient of the integrated machine. The determination process includes: Based on the second formula, the dynamic optimization algorithm is used to determine the ; Wherein, the second formula is: ； Wherein, k is the power supply ratio coefficient of the integrated device, Assigning power values ​​to engines in a power combination; Assigning power values ​​to batteries in a power combination; The load requires power; is the mechanical efficiency of the engine; For the battery efficiency.

3. The method according to claim 1 or 2, characterized in that: In the battery charging mode, the output power of the integrated device is calculated according to the third formula, which is: ； ； Among them, the is the output power of the integrated machine; The load requires power; is the maximum power of the battery; The maximum power of the machine.

4. The method according to claim 3, characterized in that In the battery charging mode, the battery module in the battery assembly model updates the remaining power according to the fourth formula, and the fourth formula is: )； Wherein, t is the current time; Δt is the time interval; is the current power of the battery; is the current capacity of the battery; is the current voltage value of the battery.

5. The method according to claim 1, characterized in that After obtaining the simulation results, the method further includes: Performing fault diagnosis on each of a plurality of designated parameters in the hybrid power system using a fault determination rule pre-set for the designated parameter to identify a fault existing in the hybrid power system, and generating a fault report based on the identified fault; Improvement measures corresponding to the fault are generated, and effectiveness of the improvement measures is simulated based on the simulation model.

6. The method according to claim 1, characterized in that Providing optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results, including: Based on the simulation results, optimization suggestions are made for at least one of the following modules: improving the power regulation response speed of the power module, optimizing the discharge strategy of the energy storage module, and improving the response capability and response speed of the energy storage module under power surge conditions; optimizing the power output characteristics of the power module; and for the power distribution module, adjusting the hardware design and / or heat dissipation capability of the power distribution module.

7. The method according to claim 1, characterized in that The simulation model supports dynamic adjustment of the following parameters: the maximum output power of the integrated machine; the discharge rate of the battery module in the battery assembly model, so as to increase the instantaneous output power of the battery module through the discharge rate; the fluctuation range and change rate of the load demand power of the load model.

8. The method according to claim 1, characterized in that After obtaining the simulation results, the method further includes: The simulation process and / or simulation results are visualized in the form of curves, charts or animations to facilitate analysis and debugging.

9. A device for optimizing the design of an aircraft hybrid power system, characterized in that: The device comprises a construction module, a determination module, an acquisition module and an optimization module; wherein: The construction module is used to construct a simulation model corresponding to a pre-designed hybrid power system; wherein the simulation model includes an engine model, an integrated machine model, a motor filter model, a machine-side converter model, a load model, and a battery assembly model; the engine model, the integrated machine model, the motor filter model, the machine-side converter model, and the load model are connected in sequence; the integrated machine model and the battery assembly model are used as power sources and connected in parallel to supply power to the load model; the engine model is used to characterize the correlation between flight high speed, flight speed, intake flow, rotation speed, and torque; the integrated machine model is used to output three-phase electricity for supplying power to the load model according to the torque output by the engine model; the motor filter model and the machine-side converter model are used to process the three-phase electricity and provide the processed electricity to the load model; the load model is used to simulate the constant power load and dynamic power load on the aircraft to simulate the power demand under different flight conditions; the battery assembly model is used to simulate the energy storage and release characteristics of the battery and supply power to the load model in the working mode; The determination module is used to determine the required power range of the power system according to the flight envelope of the aircraft, and determine the load required power of the aircraft under multiple preset typical working conditions according to the required power range; The determination module is further used to determine the operating mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the current and preset working mode determination rules; The step of determining the working mode of the aircraft under the load demand power according to the load demand power under each type of preset typical working condition and the preset working mode determination rule includes: When the load demand power is less than or equal to the sum of the maximum power of the integrated device and the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a parallel power supply mode of the integrated device and the battery; When the current remaining power of the battery assembly model is less than the preset minimum remaining power and the load demand power is greater than or equal to the maximum power of the integrated device, or when the load demand power is greater than or equal to the maximum power of the battery and the load demand power is greater than or equal to the maximum power of the integrated device, determine that the working mode of the aircraft under the load demand power is the integrated device single power supply mode; When the current remaining power of the battery assembly model is greater than or equal to the preset minimum remaining power, or when the load demand power is less than or equal to the maximum power of the battery, determining that the working mode of the aircraft under the load demand power is a battery-only power supply mode; When the current remaining power of the battery assembly model is less than the target power, determining that the working mode of the aircraft under the load demand power is a battery charging mode, so as to adjust the engine model and the integrated machine model to charge the battery module in the battery assembly model; The acquisition module is used to simulate the working mode using the simulation model and obtain simulation results; wherein the simulation results include operating parameters corresponding to each model in the simulation model; The optimization module is used to provide optimization suggestions for the pre-designed aircraft hybrid power system according to the simulation results.

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