A method for instantaneous efficiency optimal control of a parallel hybrid power system in aviation

Abstract

This patent presents a method for instantaneous optimal control of a parallel hybrid power system in aviation. Based on the fact that the parallel hybrid system can operate in either electric or generator mode via an electric motor / generator, it achieves engine operating point shifting and system efficiency optimization. At a certain speed, when the engine power is greater than the propeller's required power, the equivalent fuel consumption rate in the charging state is calculated by dividing the fuel consumption per unit time by the total useful power, considering that the current charging energy will be output as mechanical work in the future. When the engine power is less than the propeller's required power, the electric motor consumes electricity to compensate for the power difference. The equivalent fuel consumption rate in the discharging state is calculated by dividing the current electric motor consumption by the average equivalent fuel consumption in the previous charging state, considering that the current electric motor consumption is the average equivalent fuel consumption in the previous charging state. Considering the generator or generator phases, the system's equivalent fuel consumption rate at the current speed can be obtained. The engine power corresponding to the minimum value in the equivalent fuel consumption rate curve is the optimal engine power for the system's instantaneous efficiency in the current state, thus confirming that the power allocation between the engine and the electric motor / generator is the optimal power allocation for the parallel hybrid system's instantaneous efficiency in the current state.

Description

Technical Field

[0001] This invention relates to the field of aviation hybrid power systems, specifically a method for instantaneous optimal control of aviation parallel hybrid power systems. Background Technology

[0002] For energy management strategies in aerospace parallel hybrid power systems, effective energy management strategies are needed to fully leverage the respective advantages of the engine and the electric motor / generator, coordinate power source allocation, optimize fuel efficiency, and reduce emissions. Energy management strategies can be categorized into rule-based and optimization-based strategies. Rule-based strategies are easier to implement and are therefore primarily used in engineering. However, rule-based control methods mainly focus on keeping the engine operating near its ideal operating curve to optimize engine efficiency, but they do not consider the secondary energy losses in the electrical system. Therefore, this method cannot achieve optimal instantaneous system efficiency. Currently, there is no optimal instantaneous system efficiency control method for aerospace parallel hybrid power systems that considers the secondary energy losses in the electrical system.

[0003] This patent analyzes the equivalent fuel consumption rate of a parallel hybrid power system under different engine power conditions for power generation or power consumption, given the required propeller speed and power. It then obtains the equivalent fuel consumption rate curve and the minimum equivalent fuel consumption rate (i.e., the optimal operating point for instantaneous system efficiency) under the current state, based on the engine power corresponding to the minimum equivalent fuel consumption rate. Finally, it determines the power allocation between the engine and the electric motor / generator under the optimal instantaneous system efficiency control under the current state, thereby achieving optimal instantaneous system efficiency control under the current state. Summary of the Invention

[0004] To address the challenge of optimizing the instantaneous efficiency of a parallel hybrid power system in aviation, which requires simple and efficient energy management, this invention proposes a method for optimal instantaneous efficiency control of a parallel hybrid power system in aviation.

[0005] The objective of this invention is achieved through the following technical solution.

[0006] This invention discloses a method for instantaneous efficiency optimal control of an aviation parallel hybrid power system, comprising the following steps:

[0007] Step 1: Based on the principles of flight dynamics, an aircraft dynamics model can be established. The propeller model can be established using experimental data such as the power and thrust of the propeller under different pitch angles, advance ratios, altitudes, speeds, and rotational speeds. Based on the flight mission profile and the aircraft dynamics model, the required propulsion power of the aircraft under certain flight conditions can be solved. The propulsion power is provided by the propeller, so the required propulsion power is transferred to the propeller model.

[0008] Step 2: Based on the propeller model, the main input interface information includes propeller speed n, pitch angle, altitude, and flight speed. Of these requirements, only n is unknown at the time of flight. This paper employs the Newton iteration method, giving n an initial value and using the difference between the required propulsion power and the propeller model's output propulsion power as the iterative solution function. The method iteratively solves for n under the current aircraft requirements. Once n is determined, the propeller load power requirement P at the current moment can be determined. pro Information such as; where the Newton iteration method formula is:

[0009]

[0010] In the formula, n k+1 With n k G(n) represents the propeller speed before and after the iteration, respectively. k ) represents the propeller model function, g′(n k ) represents the derivative of the propeller model function;

[0011] Step 3: Based on the engine fuel consumption rate f being related to engine power P eng and engine speed W eng The function of engine fuel consumption rate can generally be expressed as f(P) eng W eng f(P) can be obtained by fitting the engine test data. eng W eng General form:

[0012]

[0013] In the formula, α2, α1, and α0 are related to W. eng Correlation coefficient; f(P) eng W eng The smaller the value, the higher the system efficiency at the corresponding work point;

[0014] Step 4: Based on n and P pro Considering the efficiency loss caused by the secondary energy conversion during charging and discharging of the electrical system, the operating power P of the motor / generator can be changed. mot Moving the engine operating point changes the system efficiency, where P pro The balance constraint must be met, and each component must also meet certain power constraints:

[0015]

[0016] P eng =P pro +P mot (4)

[0017] Pmot,min ≤P mot ≤P mot,max (5)

[0018] P bat,min ≤P bat ≤P bat,max (6)

[0019] P min =max{P pro -P mot,max ,P pro -P bat,max η disc η mot ,P eng,min} (7)

[0020] P max =min{P pro -P mot,min ,P pro -P bat,min η gen η cha ,P eng,max} (8)

[0021] P min ≤P eng ≤P max (9)

[0022] In the formula, τ is the reduction ratio from the engine to the propeller, and P mot P represents the operating power of the electric motor / generator. mot,min P represents the maximum operating power of the electric motor / generator (negative value in power generation mode). mot,max P represents the maximum operating power of the electric motor / generator (positive value in motor mode). bat For battery operating power, P bat,min P represents the battery's maximum charging power (when the state of charge is negative). bat,max P represents the battery's maximum discharge operating power (with a positive state of discharge). eng,min P represents the minimum operating power of the engine body in its current state. eng,max η represents the maximum operating power of the engine body in its current state. gen η is the mechanical efficiency of an electric motor / generator when generating electricity. cha For battery charging efficiency, η disc For battery discharge efficiency, η mot P is the mechanical efficiency of an electric motor / generator in terms of the amount of electricity it consumes and the work it does. min To comprehensively consider the actual minimum operating power of the engine, P max To comprehensively consider the actual maximum power output of the engine;

[0023] Step 5: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of electric motors / generators; select W. eng A certain engine power P eng,i P eng,i The range of values ​​for is [P] min ,P max At this time, the operating power of the electric motor / generator is P. mot,i When P eng,i ≥P pro At that time, the electric motor / generator generates and stores electrical energy. Considering that the stored electrical energy will be output as useful work in the future through mechanical work, P mot,i It will go through four stages: electric motor / generator power generation, battery charging, future battery discharging, and future electric motor / generator power consumption. Among them, the future battery discharge efficiency is taken as its average efficiency η. disc,avg The future power consumption efficiency of electric motors / generators will be taken as their average efficiency η. mot,avg The overall energy conversion efficiency of the four stages is defined as η. all Currently W eng and P eng,i The equivalent fuel consumption rate of the lower system Ef cha / disc,i The state of charge (Ef) is calculated by dividing the total equivalent fuel consumption per unit time by the total usable power. cha / disc,i The calculation formula is:

[0024]

[0025] η all =η gen η cha η disc,avg η mot,avg (11)

[0026] Step 6: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of an electric motor / generator, and the output P of the electric motor / generator can be adjusted. mot,i When supplementing power demand, P mot,i The energy consumed by the electric motor / generator, which generates and stores electrical energy in the early stage, can be converted into fuel. The equivalent fuel consumption rate is the average equivalent fuel consumption rate Ef of the system during the early stage of charging. cha,avg During the initial power generation phase (the operating power P of a certain engine), eng,j Greater than or equal to P pro (Time), its calculation formula is:

[0027]

[0028] In the formula, t j Ef is the cumulative operating time of the corresponding working point in the previous power generation period.cha / disc,j This represents the system's equivalent fuel consumption rate at the operating point corresponding to the initial power generation; therefore, when P... eng,i <P pro At that time, the system's equivalent fuel consumption rate is the total equivalent fuel consumption per unit time divided by the total useful power, and the power consumption state Ef cha / disc,i The calculation formula is:

[0029]

[0030] Step 7: Derive the constraints that each component of the parallel hybrid system must meet through Step 4, derive the calculation formula for the equivalent fuel consumption rate of the system under charging conditions through Step 5, and derive the calculation formula for the equivalent fuel consumption rate of the system under power consumption conditions through Step 6, based on n and P. pro Through [P] min ,P max Traverse P within the interval eng,i Given multiple discrete points, find each P. eng,i Ef in the corresponding step 5 or step 6 cha / disc,i Finally, by summing up, we can obtain the current n and P. pro NextEf cha / disc Ef cha / disc The engine power corresponding to the minimum value is the engine's optimal power P under the current condition. eng,opt That is, the power distribution between the engine and the electric motor / generator is the instantaneous efficiency optimal power distribution of the parallel hybrid system under the current state, and the objective function is shown in equation (15):

[0031]

[0032]

[0033] In summary, the optimal instantaneous efficiency control method for the parallel hybrid power system under the current state has been identified. Attached Figure Description

[0034] In the accompanying figures of the abstract, Figure 1 The specific implementation steps of the present invention, "A method for instantaneous optimal control of parallel hybrid power systems in aviation," are described. Figure 2 The invention describes a schematic diagram of an example "equivalent fuel consumption rate curve under a certain required propeller speed and required power". Figure 3 A schematic diagram of an example "mission profile of the entire flight process" is described in the invention. Detailed Implementation

[0035] Technical solution:

[0036] This embodiment proposes a method for instantaneous efficiency optimal control of an aviation parallel hybrid power system, including the following steps:

[0037] Step 1: Based on the principles of flight dynamics, an aircraft dynamics model can be established. The propeller model can be established using experimental data such as the power and thrust of the propeller under different pitch angles, advance ratios, altitudes, speeds, and rotational speeds. Based on the flight mission profile and the aircraft dynamics model, the required propulsion power of the aircraft under certain flight conditions can be solved. The propulsion power is provided by the propeller, so the required propulsion power is transferred to the propeller model.

[0038] Step 2: Based on the propeller model, the main input interface information includes propeller speed n, pitch angle, altitude, and flight speed. Of these requirements, only n is unknown at the time of flight. This paper employs the Newton iteration method, giving n an initial value and using the difference between the required propulsion power and the propeller model's output propulsion power as the iterative solution function. The method iteratively solves for n under the current aircraft requirements. Once n is determined, the propeller load power requirement P at the current moment can be determined. pro Information such as; where the Newton iteration method formula is:

[0039]

[0040] In the formula, n k+1 With n k G(n) represents the propeller speed before and after the iteration, respectively. k ) represents the propeller model function, g′(n k ) represents the derivative of the propeller model function;

[0041] Step 3: Based on the engine fuel consumption rate f being related to engine power P eng and engine speed W eng The function of engine fuel consumption rate can generally be expressed as f(P) eng W eng f(P) can be obtained by fitting the engine test data. eng W eng General form:

[0042]

[0043] In the formula, α2, α1, and α0 are related to W. eng Correlation coefficient; f(P) eng W eng The smaller the value, the higher the system efficiency at the corresponding work point;

[0044] Step 4: Based on n and P pro Considering the efficiency loss caused by the secondary energy conversion during charging and discharging of the electrical system, the operating power P of the motor / generator can be changed. mot Moving the engine operating point changes the system efficiency, where Ppro The balance constraint must be met, and each component must also meet certain power constraints:

[0045]

[0046] P eng =P pro +P mot (4)

[0047] P mot,min ≤P mot ≤P mot,max (5)

[0048] P bat,min ≤P bat ≤P bat,max (6)

[0049] P min =max{P pro -P mot,max ,P pro -P bat,max η disc η mot ,P eng,min} (7)

[0050] P max =min{P pro -P mot,min ,P pro -P bat,min η gen η cha ,P eng,max} (8)

[0051] P min ≤P eng ≤P max (9)

[0052] In the formula, τ is the reduction ratio from the engine to the propeller, and P mot P represents the operating power of the electric motor / generator. mot,min P represents the maximum operating power of the electric motor / generator (negative value in power generation mode). mot,max P represents the maximum operating power of the electric motor / generator (positive value in motor mode). bat For battery operating power, P bat,min P represents the battery's maximum charging power (when the state of charge is negative). bat,max P represents the battery's maximum discharge operating power (with a positive state of discharge). eng,min P represents the minimum operating power of the engine body in its current state. eng,max η represents the maximum operating power of the engine body in its current state. genη is the mechanical efficiency of an electric motor / generator when generating electricity. cha For battery charging efficiency, η disc For battery discharge efficiency, η mot P is the mechanical efficiency of an electric motor / generator in terms of the amount of electricity it consumes and the work it does. min To comprehensively consider the actual minimum operating power of the engine, P max To comprehensively consider the actual maximum power output of the engine;

[0053] Step 5: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of electric motors / generators; select W. eng A certain engine power P eng,i P eng,i The range of values ​​for is [P] min ,P max At this time, the operating power of the electric motor / generator is P. mot,i When P eng,i ≥P pro At that time, the electric motor / generator generates and stores electrical energy. Considering that the stored electrical energy will be output as useful work in the future through mechanical work, P mot,i It will go through four stages: electric motor / generator power generation, battery charging, future battery discharging, and future electric motor / generator power consumption. Among them, the future battery discharge efficiency is taken as its average efficiency η. disc,avg The future power consumption efficiency of electric motors / generators will be taken as their average efficiency η. mot,avg The overall energy conversion efficiency of the four stages is defined as η. all Currently W eng and P eng,i The equivalent fuel consumption rate of the lower system Ef cha / disc,i The state of charge (Ef) is calculated by dividing the total equivalent fuel consumption per unit time by the total usable power. cha / disc,i The calculation formula is:

[0054]

[0055] η all =η gen η cha η disc,avg η mot,avg (11)

[0056] Step 6: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of an electric motor / generator, and the output P of the electric motor / generator can be adjusted. mot,i When supplementing power demand, P mot,i The energy consumed by the electric motor / generator, which generates and stores electrical energy in the early stage, can be converted into fuel. The equivalent fuel consumption rate is the average equivalent fuel consumption rate Ef of the system during the early stage of charging.cha,avg During the initial power generation phase (the operating power P of a certain engine), eng,j Greater than or equal to P pro (Time), its calculation formula is:

[0057]

[0058] In the formula, t j Ef is the cumulative operating time of the corresponding working point in the previous power generation period. cha / disc,j This represents the system's equivalent fuel consumption rate at the operating point corresponding to the initial power generation; therefore, when P... eng,i <P pro At that time, the system's equivalent fuel consumption rate is the total equivalent fuel consumption per unit time divided by the total useful power, and the power consumption state Ef cha / disc,i The calculation formula is:

[0059]

[0060] Step 7: Derive the constraints that each component of the parallel hybrid system must meet through Step 4, derive the calculation formula for the equivalent fuel consumption rate of the system under charging conditions through Step 5, and derive the calculation formula for the equivalent fuel consumption rate of the system under power consumption conditions through Step 6, based on n and P. pro Through [P] min ,P max Traverse P within the interval eng,i Given multiple discrete points, find each P. eng,i Ef in the corresponding step 5 or step 6 cha / disc,i Finally, by summing up, we can obtain the current n and P. pro NextEf cha / disc Ef cha / disc The engine power corresponding to the minimum value is the engine's optimal power P under the current condition. eng,opt That is, the power distribution between the engine and the electric motor / generator is the instantaneous efficiency optimal power distribution of the parallel hybrid system under the current state, and the objective function is shown in equation (15):

[0061]

[0062]

[0063] In summary, the optimal instantaneous efficiency control method for the parallel hybrid power system under the current state has been identified.

[0064] Figure 2An example of a specific implementation is described, which shows the equivalent fuel consumption rate curve under a certain propeller demand speed and demand power. The system equivalent fuel consumption rate curve under the current state is obtained based on the current demand speed and power. From the system equivalent fuel consumption rate curve, it can be seen that the system's instantaneous efficiency is optimal at the current state, with the engine power being 36.6kW and the electric motor / generator power being 0kW.

[0065] In this implementation case, the main parameters of the parallel hybrid-electric aircraft are shown in Table 1 below:

[0066] Table 1. Main parameters of parallel hybrid aircraft

[0067]

[0068] Please see Figure 3 As shown in the figure, it is a mission profile diagram of the entire flight process of this implementation case. Based on this mission profile, simulations were conducted to compare the traditional IOL strategy and the energy management strategy described in this invention. The simulation results are summarized in Table 2. The simulation results show that under the energy management strategy described in this invention, fuel consumption is lower and system efficiency is higher, indicating that the strategy described in this invention has a better energy-saving effect and can save more fuel.

[0069] Table 2 compares the simulation results of the energy management strategy implemented using this invention with existing IOL strategies.

[0070] index IOL This invention Fuel consumption 9.8kg 9.1kg System efficiency 18.2％ 22.1％

[0071] Compared with existing technologies, the instantaneous efficiency optimization control method for aviation parallel hybrid power systems obtained in this embodiment can help aviation parallel hybrid power systems achieve instantaneous efficiency optimization control.

Claims

1. A method for instantaneous optimal control of a parallel hybrid power system in aviation: Step 1: Based on the principles of flight dynamics, an aircraft dynamics model can be established. The power and thrust of the propeller under different pitch angles, advance ratios, altitudes, speeds, and rotational speeds obtained from experiments can be used to establish a propeller model. Based on the flight mission profile and the aircraft dynamics model, the required propulsion power of the aircraft under certain flight conditions can be solved. The propulsion power is provided by the propeller, so the required propulsion power is transferred to the propeller model. Step 2: Based on the propeller model, the input interface information includes propeller speed n, pitch angle, altitude, and flight speed. Of these requirements, only n is unknown at the given flight time. Using the Newton iteration method, an initial value for n is given, and the difference between the required propulsion power and the propeller model's output propulsion power is used as the iterative solution function. The method iteratively solves for n under the current aircraft requirements. Once n is determined, the propeller load power requirement P at the current moment can be determined. pro The formula for Newton's iterative method is: In the formula, n k+1 With n k G(n) represents the propeller speed before and after the iteration, respectively. k ) represents the propeller model function, g′(n k () represents the derivative of the propeller model function; Step 3: Based on the engine fuel consumption rate f being related to engine power P eng and engine speed W eng The function of engine fuel consumption rate is expressed as f(P) eng W eng f(P) was obtained by fitting the engine test data. eng W eng General form: In the formula, α2, α1, and α0 are related to W. eng Correlation coefficient; f(P) eng W eng The smaller the value, the higher the system efficiency at the corresponding work point; Step 4: Based on n and P pro Considering the efficiency loss caused by the secondary energy conversion during charging and discharging of the electrical system, the operating power P of the motor / generator can be changed. mot Moving the engine operating point changes the system efficiency, where P pro The balance constraint must be met, and each component must also meet certain power constraints: P eng =P pro +P mot (4) P mot,min ≤P mot ≤P mot,max (5) P bat,min ≤P bat ≤P bat,max (6) P min =max{P pro -P mot,max ,P pro -P bat,max η disc η mot ,P eng,min } (7) P max =min{P pro -P mot,min ,P pro -P bat,min or gen or cha ,P eng,max } (8) P min ≤P eng ≤P max (9) In the formula, τ is the reduction ratio from the engine to the propeller, and P mot P represents the operating power of the electric motor / generator. mot,min P represents the maximum operating power of the electric motor / generator. mot,max P represents the maximum operating power of the electric motor / generator. bat For battery operating power, P bat,min P is the maximum charging power of the battery. bat,max P represents the battery's maximum discharge power. eng,min P represents the minimum operating power of the engine body in its current state. eng,max η represents the maximum operating power of the engine body in its current state. gen η is the mechanical efficiency of an electric motor / generator when generating electricity. cha For battery charging efficiency, η disc For battery discharge efficiency, η mot P is the mechanical efficiency of an electric motor / generator in terms of the amount of electricity it consumes and the work it does. min To comprehensively consider the actual minimum operating power of the engine, P max To comprehensively consider the actual maximum power output of the engine; Step 5: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of electric motors / generators; select W. eng A certain engine power P eng,i P eng,i The range of values ​​for is [P] min ,P max At this time, the operating power of the electric motor / generator is P. mot,i When P eng,i ≥P pro At that time, the electric motor / generator generates and stores electrical energy. Considering that the stored electrical energy will be output as useful work in the future through mechanical work, P mot,i It will go through four stages: electric motor / generator power generation, battery charging, future battery discharging, and future electric motor / generator power consumption. Among them, the future battery discharge efficiency is taken as its average efficiency η. disc,avg The future power consumption efficiency of electric motors / generators will be taken as their average efficiency η. mot,avg The overall energy conversion efficiency of the four stages is defined as η. all Currently W eng and P eng,i The equivalent fuel consumption rate of the lower system Ef cha / disc,i The state of charge (Ef) is the total equivalent fuel consumption per unit time divided by the total useful power. cha / disc,i The calculation formula is: or all =the gen or cha or disc,avg or mot,avg (11) Step 6: Determine P based on the parallel hybrid power system. pro The system efficiency can be changed by the participation of an electric motor / generator, and the output P of the electric motor / generator can be adjusted. mot,i When supplementing power demand, P mot,i The energy consumed by the electric motor / generator, which generates and stores electrical energy in the early stage, can be converted into fuel. The equivalent fuel consumption rate is the average equivalent fuel consumption rate Ef of the system during the early stage of charging. cha,avg During the initial power generation phase, i.e., the operating power P of a certain engine. eng,j Greater than or equal to P pro When, the calculation formula is: In the formula, t j Ef is the cumulative operating time of the corresponding working point in the previous power generation period. cha / disc,j This represents the system's equivalent fuel consumption rate at the operating point corresponding to the initial power generation; therefore, when P... eng,i <P pro At that time, the system's equivalent fuel consumption rate is the total equivalent fuel consumption per unit time divided by the total useful power, and the power consumption state Ef cha / disc,i The calculation formula is: Step 7: Derive the constraints that each component of the parallel hybrid system must meet through Step 4, derive the calculation formula for the equivalent fuel consumption rate of the system under charging conditions through Step 5, and derive the calculation formula for the equivalent fuel consumption rate of the system under power consumption conditions through Step 6, based on n and P. pro Through [P] min ,P max Traverse P within the interval eng,i Given multiple discrete points, find each P. eng,i Ef in the corresponding step 5 or step 6 cha / disc,i Finally, by summing up, we can obtain the current n and P. pro NextEf cha / disc Ef cha / disc The engine power corresponding to the minimum value is the engine's optimal power P under the current condition. eng,opt That is, the power distribution between the engine and the electric motor / generator is the instantaneous efficiency optimal power distribution of the parallel hybrid system under the current state, and the objective function is shown in equation (15): In summary, the optimal instantaneous efficiency control method for the parallel hybrid power system under the current state has been identified.

2. The instantaneous efficiency optimal control method for an aviation parallel hybrid power system according to claim 1, characterized in that... The propeller backward modeling method described in step 4 is characterized by: knowing the required propulsion power of the propeller, using the Newton iteration method to obtain the unknown information of the propeller at the current moment, giving an initial value to n, and using the difference between the required propulsion power and the propeller model output propulsion power as the iterative solution function, iteratively solving for n and P. pro .

3. The instantaneous efficiency optimal control method for an aviation parallel hybrid power system according to claim 1, characterized in that... The calculation of the system's equivalent fuel consumption rate under charging conditions described in step 5 is characterized by: under a certain n, when P eng,i ≥P pro At that time, the electric motor / generator consumes P mot,i Used for power generation and storage, to be output in the form of mechanical work in the future, where P mot,i The total energy conversion efficiency is η, which involves four stages: generator / electric motor power generation, battery charging, future battery discharging, and future generator / electric motor power consumption. all From the current state of W eng P eng,i With f(P) eng,i W eng The fuel consumption per unit time can be calculated. The useful work generated by the engine's energy consumption is the sum of the propeller's required work and the future effective mechanical work output by the electric motor. The Ef of the current charging state can be obtained by dividing the fuel consumption per unit time by the total useful power. cha / disc,i .

4. The instantaneous efficiency optimal control method for an aviation parallel hybrid power system according to claim 1, characterized in that... The calculation of the system's equivalent fuel consumption rate under the power consumption state described in step 6 is characterized by: under a certain n, when P eng,i <P pro P needs to be output. mot,i To make up for the remaining load power demand, considering that P at this time mot,i It is derived from the power generated by the fuel consumed in the early stages, and is calculated through Ef. cha,avg This will give you the current output P. mot,i The equivalent fuel consumption rate corresponding to the electrical energy consumption is the sum of the engine's fuel consumption per unit time and the equivalent fuel consumption generated by the electric motor's power consumption per unit time. This is the total equivalent fuel consumption of the system per unit time in electric mode. Dividing the total equivalent fuel consumption per unit time by the useful power yields the Ef of the current system in the electrical state. cha / disc,i .

5. The instantaneous efficiency optimal control method for an aviation parallel hybrid power system according to claim 1, characterized in that... Determining Ef when n is in step 7 cha / disc The calculation, characterized by: based on n and P pro Through [P] min ,P max Traverse P within the interval eng,i Given multiple discrete points, find each P. eng,i The following corresponds to Ef in step 5 or step 6. cha / disc,i The calculations show that the parallel hybrid power system operates at the current n and P values. pro Ef below cha / disc According to Ef cha / disc P can be confirmed eng,opt This means confirming the optimal power distribution between the engine and the electric motor / generator, thus completing the instantaneous optimal control method for the parallel hybrid power system under the corresponding conditions.

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