Helicopter hybrid power system without tail rotor transmission and control method

Abstract

The invention relates to the field of power systems, and discloses a helicopter hybrid power system without tail rotor transmission and a control method. The power system includes a power battery, an engine having a mechanical power output side and an aerodynamic power output side, a first and a second drive, a turbine, and a controller, either drive being provided as a motor / generator. Through multi-path coupling of mechanical energy, pneumatic energy and electric energy, dynamic distribution of power is achieved under different flight working conditions, the power requirement difference of the helicopter in different working states is met, and the power matching performance, the working stability and the flight state safety reliability are improved. According to the actual flight state, the controller intelligently adjusts power distribution to adapt to power requirements under different atmospheric densities at high / low altitudes, power matching of a main rotor and a tail rotor for driving a helicopter is met, and the working reliability of a power system is effectively improved.

Description

Technical Field

[0001] The present invention relates to the field of power systems, and in particular to a hybrid power system and a control method for a tailless rotor transmission helicopter. Background Art

[0002] The tail rotor of a helicopter can be used to balance the anti-torque of the rotor and control the heading of the helicopter; the rotating tail rotor is equivalent to a vertical stabilizer, which can stabilize the heading of the helicopter. The tail rotor is located at the tail of the helicopter and is connected to the fuselage of the helicopter through the tail rotor shaft. The rotation of the tail rotor generates a horizontal thrust, which can be used to balance the torque generated by the main rotor. The engine transmits power to the tail rotor shaft through the transmission system. The rotation speed of the tail rotor is coupled with the engine speed and the rotor speed, and is generally a constant value.

[0003] Since the power of the tail rotor is transmitted through the engine via the tail rotor shaft, it is necessary to add a transmission system, which increases the weight of the aircraft and the probability of failure. In order to avoid the rotor blades hitting the tail rotor during rotation and causing accidents, the tail rotor must be set at the original rotor shaft, so the tail beam and tail rotor transmission shaft of the helicopter are generally very long. Since the speed of the tail rotor is coupled with the speed of the main rotor and the engine speed, it is a constant value, and the magnitude of the tail rotor pulling force can only be changed by changing the pitch of the tail rotor blades; this design constrains the design of the helicopter structure; the development and design of transmission-free electric tail rotor helicopters have received more and more attention, but due to the difference in power requirements of helicopters in different working states, such as high altitude and low altitude areas, its power matching performance is poor and there are problems with working stability. Therefore, power matching and working stability and reliability are important tasks in the current design of tail rotor-free transmission helicopters. Summary of the invention

[0004] In view of this, the present invention provides XX to solve the problem of XX.

[0005] In a first aspect, the present invention provides a hybrid power system for a tailless rotor transmission helicopter, comprising:

[0006] Power batteries, used to provide or store electrical energy;

[0007] An engine, as a power source; the engine has a mechanical power output side and an aerodynamic power output side, the mechanical power output side is suitable for driving the main rotor, and the aerodynamic power output side is suitable for driving the tail rotor;

[0008] A first driving member and a second driving member, either of which is configured as an electric motor / generator; the first driving member is configured at the mechanical power output side, the first driving member is connected between the engine and the main rotor, the second driving member is configured at the aerodynamic power output side, and the output side of the second driving member is connected to the tail rotor shaft of the tail rotor;

[0009] A turbine is provided on the pneumatic power output side, and the output side of the turbine is connected to the input side of the second driving member;

[0010] And a controller, which is electrically connected to the first driving member, electrically connected to the second driving member, and electrically connected to the power battery; the controller at least controls the power of the first driving member and the second driving member, and the current conduction direction and on / off between the power battery and the first driving member and the second driving member.

[0011] Advantageous effects: The tailless transmission hybrid power system provided by this application realizes dynamic power distribution under different flight conditions through multi-path coupling of mechanical energy - pneumatic energy - electrical energy, meets the power demand differences in different working states of the helicopter, and improves the power matching performance, working stability, flight state safety and reliability. Utilize the mechanical power and pneumatic power generated by the generator to convert into electrical energy; according to the actual flight state, the controller intelligently adjusts the power distribution to adapt to the power requirements under different atmospheric densities at high / low altitudes, meets the power matching of the main rotor and tail rotor for driving the helicopter, and the dual driving members can switch between the motor / generator states to realize the power decoupling control of the main rotor and the tail rotor; This application has a triple redundancy design: one is that the mechanical energy of the engine and the electrical energy of the first driving member drive the main rotor, the second is that the pneumatic energy of the turbine and the electrical energy of the second driving member drive the tail rotor, and the third is that the first driving member and the second driving member connecting the turbine generate electricity immediately to achieve the purpose of energy storage, effectively improving the reliability of the power system operation.

[0012] In one embodiment, the power system further includes a heat exchanger, which is provided on the pneumatic power output side, and the heat exchanger is connected between the engine and the turbine.

[0013] Advantageous effects: The heat exchanger absorbs the pneumatic power and converts it into heat energy to output towards the turbine, so that the turbine and the second driving member jointly drive the tail rotor, strengthening the energy utilization rate and ensuring the power supply to the tail rotor; Utilizing the pneumatic power is beneficial to improving the power output density of the turbine, compensating for the power attenuation caused by the thin atmosphere at high altitudes, and enhancing the reliability of the power system.

[0014] In one embodiment, the heat exchanger has a first flow path, a second flow path and a third flow path, the first flow path is thermally connected to the third flow path, and the second flow path is thermally connected to the third flow path; the input side of the first flow path is communicated with the air extraction area of the engine to receive the compressed gas extracted from the engine, the input side of the second flow path is communicated with the exhaust gas area of the engine, and the output side of the third flow path is arranged towards the input side of the turbine.

[0015] Beneficial effects: Through this setting, the engine bleed air and exhaust gas are respectively connected to the double flow paths of the heat exchanger to construct a composite heat source system, so as to convert the conventionally wasted bleed air and exhaust gas into available energy; specifically, the first flow path receives the compressed gas remaining from the engine bleed air, the second flow path receives the high-temperature exhaust gas discharged from the engine, the first flow path and the second flow path transfer the heat therein to the third flow path, and the output side of the third flow path is arranged towards the turbine to drive the turbine to do work, and the turbine drives the tail rotor or drives the second driving member to generate electricity; this design can construct a comprehensive operating state of the mechanical energy of the engine, the kinetic energy of the bleed air, the waste heat of the exhaust gas, and the electric energy of the battery in the power system, which is beneficial to improving the comprehensive energy utilization rate and optimizing the power matching and working stability. Usually, after the compressed gas of the engine bleed air is preheated and circulated in the air duct, it has a high heat energy. The heat exchanger uses the double heat sources of the bleed air and the exhaust gas to work together. This design of double flow path input and single output is beneficial to reducing the amplitude of the turbine power fluctuation, making the temperature output of the third flow path of the heat exchanger stable, and promoting the stable and reliable operation of the tail rotor.

[0016] In one embodiment, the power system further includes an electric energy distribution unit, the electric energy distribution unit is communicatively connected to the controller, the electric energy distribution unit is electrically connected to the power battery, the electric energy distribution unit is electrically connected to the first driving member, and the electric energy distribution unit is electrically connected to the second driving member.

[0017] Beneficial effects: The provided electric energy distribution unit can realize the three-terminal bidirectional energy flow of the battery - motor - generator, improving the more refined energy management ability of mechanical energy, heat energy, and electric energy in the power system; for example, when the first driving member fails, more mechanical power of the engine is output towards the main rotor, and the electric energy distribution unit adjusts the power battery to output electric energy to the second driving member, and the turbine and the second driving member jointly drive the tail rotor; for another example, when the power battery fails, the first driving member uses the mechanical power of the engine, and the second driving member uses the starting power of the engine to charge and store energy towards the power battery.

[0018] In one embodiment, both the first driving member and the second driving member are set as permanent magnet synchronous motors.

[0019] Beneficial effects: The permanent magnet synchronous motor is small in volume, large in torque, and has a high power density, which meets the requirements of flying cars for lightweight and high thrust-to-weight ratio; the permanent magnet synchronous motor has higher efficiency than the induction motor in a wide speed range, reducing the cruise energy consumption; the permanent magnet synchronous motor has no brushes, and its structure can reduce wear, making it suitable for long-term operation in aviation environments such as high vibration and high altitude.

[0020] In a second aspect, the present invention provides a control method for a tailless transmission helicopter hybrid power system, including:

[0021] Power mode: The main rotor is fully driven by the mechanical power output side of the engine; the second driving member is powered by a power battery to drive the tail rotor.

[0022] Cruise mode: The main rotor is driven by part of the mechanical power output side of the engine, and part of the power is used to drive the second driving member to generate electricity to charge the power battery; the turbine receives part of the pneumatic power output side of the engine and jointly drives the tail rotor with the second driving member, and the second driving member is switched to an electric motor.

[0023] First emergency condition mode: When the first driving member fails, the main rotor is fully driven by the mechanical power output side of the engine; the turbine receives the pneumatic power output side of the engine and drives the tail rotor alone, and the second driving member is switched to a generator, and the second driving member receives part of the mechanical power transmitted by the turbine to charge the power battery.

[0024] Second emergency condition mode: When the second driving member fails, the main rotor is fully driven by the mechanical power output side of the engine; the turbine receives the pneumatic power output side of the engine and drives the tail rotor alone.

[0025] Third emergency condition mode: When the power battery fails due to lack of power supply, the main rotor is jointly driven by the mechanical power output side of the engine and the first driving member, and the first driving member is switched to a generator to charge the power battery; the turbine receives the pneumatic power output side of the engine and jointly drives the tail rotor with the second driving member, and the second driving member is switched to a generator to charge the power battery.

[0026] Beneficial effects: Full operating conditions coverage is achieved through a multi-mode control strategy, ensuring power matching and fault tolerance; the power mode can give priority to ensuring the power for takeoff and landing, and the cruise mode optimizes energy efficiency. The three emergency condition modes respectively cope with the adverse situations of the failure of the first driving member, the failure of the second driving member, and the failure of the power battery, so as to effectively maintain the power supply of the main rotor and the tail rotor to ensure the heading and navigation control capabilities; on the basis of eliminating the transmission system of the traditional tail rotor, the overall weight of the machine and the risk of mechanical failures are reduced, and the flight safety and stability are ensured through the combination and distribution of mechanical power and pneumatic power. Description of the Drawings

[0027] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0028] Figure 1A schematic diagram of a hybrid power system for a tailless rotor-driven helicopter according to an embodiment of the present invention;

[0029] Description of reference numerals:

[0030] 1. Power battery; 2. Engine; 3. First drive member; 4. Power distribution unit; 5. Second drive member; 6. Heat exchanger; 7. Turbine; 8. Controller. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0032] Combine the following Figure 1 , describing an embodiment of the present invention.

[0033] Example 1

[0034] According to an embodiment of the present invention, see Figure 1 , provides a hybrid power system for a tailless rotor transmission helicopter, including a power battery 1, an engine 2, a first drive member 3 and a second drive member 5, a turbine 7 and a controller 8; the power battery 1 is used to provide or store electrical energy, and the engine 2 is used as a power source; wherein the engine 2 has a mechanical power output side and an aerodynamic power output side, the mechanical power output side is suitable for driving a main rotor, and the aerodynamic power output side is suitable for driving a tail rotor.

[0035] In this embodiment, the first driving member 3 and the second driving member 5 are configured as motors / generators; both have working states as generators or motors; see Figure 1 The first driving member 3 is arranged at the mechanical power output side, the first driving member 3 is connected between the engine 2 and the main rotor, the second driving member 5 is arranged at the aerodynamic power output side, the output side of the second driving member 5 is connected to the tail rotor shaft of the tail rotor; the turbine 7 is arranged at the aerodynamic power output side, the output side of the turbine 7 is connected to the input side of the second driving member 5. The second driving member 5 is used to absorb the excess energy of the turbine 7, or compensate for the insufficient driving energy of the tail rotor.

[0036] In this embodiment, see Figure 1, the controller 8 is electrically connected to the first driving member 3, the controller 8 is electrically connected to the second driving member 5, and the controller 8 is electrically connected to the power battery 1; the controller 8 controls at least the power of the first driving member 3 and the second driving member 5, as well as the current flow direction and on / off between the power battery 1 and the first driving member 3 and the second driving member 5.

[0037] The tailless transmission hybrid power system provided by this embodiment realizes dynamic power distribution under different flight conditions through multi-path coupling of mechanical energy - pneumatic energy - electrical energy, meets the power demand differences in different working states of the helicopter, and improves power matching performance, working stability, and flight state safety and reliability. The mechanical power and pneumatic power generated by the generator are converted into electrical energy; according to the actual flight state, the controller 8 intelligently adjusts the power distribution to adapt to the power requirements under different atmospheric densities at high / low altitudes, meets the power matching of the main rotor and tail rotor for driving the helicopter, and the dual driving members can switch between the motor / generator states to realize the power decoupling control of the main rotor and the tail rotor; this application has a triple redundancy design: one is that the mechanical energy of the engine 2 and the electrical energy of the first driving member 3 drive the main rotor, the second is that the pneumatic energy of the turbine 7 and the electrical energy of the second driving member 5 drive the tail rotor, and the third is that the first driving member 3 and the second driving member 5 connected to the turbine 7 generate electricity immediately to achieve the purpose of energy storage, effectively improving the reliability of the power system operation.

[0038] In one embodiment, the engine 2 adopts a gas turbine power plant.

[0039] In one embodiment, both the first driving member 3 and the second driving member 5 are set as permanent magnet synchronous motors. Among them, the permanent magnet synchronous motor has a small volume, large torque, and high power density, which is suitable for the requirements of flying cars for lightweight and high thrust-to-weight ratio; the permanent magnet synchronous motor has higher efficiency than the induction motor in a wide speed range, reducing cruise energy consumption; the permanent magnet synchronous motor has no brushes, and its structure can reduce wear, making it suitable for long-term operation in aviation environments such as high vibration and high altitude.

[0040] In one embodiment, refer to Figure 1 , the power system further includes a heat exchanger 6, the heat exchanger 6 is arranged on the pneumatic power output side, and the heat exchanger 6 is connected between the engine 2 and the turbine 7. The turbine 7 is connected to the heat exchanger. The high-temperature and high-pressure gas expands and does work therein to provide power for the tail rotor; the excess energy is converted into electrical energy by the second driving member 5. Through this solution, the heat exchanger 6 absorbs the pneumatic power and converts it into heat energy to output towards the turbine 7, so that the turbine 7 and the second driving member 5 jointly drive the tail rotor, strengthening the energy utilization rate and ensuring the power supply to the tail rotor; using the pneumatic power is beneficial to improving the power density output by the turbine 7, compensating for the power attenuation caused by the thin atmosphere at high altitudes, and enhancing the reliability of the power system.

[0041] In one embodiment, the heat exchanger 6 has a first flow path (not shown in the figure), a second flow path (not shown in the figure), and a third flow path (not shown in the figure). The first flow path is thermally connected to the third flow path, and the second flow path is thermally connected to the third flow path. The input side of the first flow path is communicatively connected to the bleed air area of the engine 2 to receive the compressed air bled from the engine 2. The input side of the second flow path is communicatively connected to the exhaust area of the engine 2. The output side of the third flow path is arranged towards the input side of the turbine 7. Through this solution, the bleed air and exhaust gas of the engine 2 are respectively connected to the double flow paths of the heat exchanger 6 to construct a composite heat source system, so as to convert the conventionally wasted bleed air and exhaust gas into available energy. Specifically, the first flow path receives the remaining compressed air bled from the engine 2, and the second flow path receives the high-temperature exhaust gas discharged from the engine 2. The first flow path and the second flow path transfer the heat therein to the third flow path. The output side of the third flow path is arranged towards the turbine 7 to drive the turbine 7 to do work. The turbine 7 drives the tail rotor or drives the second driving member 5 to generate electricity. This design can construct a comprehensive operating state of the mechanical energy of the engine 2, the kinetic energy of the bleed air, the waste heat of the exhaust gas, and the electrical energy of the battery in the power system, which is beneficial to improving the comprehensive energy utilization rate, optimizing the power matching and working stability. Usually, after the compressed air bled from the engine 2 is preheated and flows in the air duct, it has a relatively high heat energy. The heat exchanger 6 uses the double heat sources of the bleed air and the exhaust gas to work together. This design of double flow path input and single output is beneficial to reducing the power fluctuation amplitude of the turbine 7, making the temperature output of the third flow path of the heat exchanger 6 stable, and promoting the stable and reliable operation of the tail rotor.

[0042] In one embodiment, referring to Figure 1 , the power system further includes an electric energy distribution unit 4. The electric energy distribution unit 4 is communicatively connected to the controller 8. The electric energy distribution unit 4 is electrically connected to the power battery 1. The electric energy distribution unit 4 is electrically connected to the first driving member 3. The electric energy distribution unit 4 is electrically connected to the second driving member 5. The provided electric energy distribution unit 4 can realize the three-terminal bidirectional energy flow of the battery - motor - generator, improving the more refined energy management ability of the mechanical energy, heat energy, and electric energy in the power system. For example, when the first driving member 3 fails, more mechanical power of the engine 2 is output to the main rotor. The electric energy distribution unit 4 adjusts the electric energy output from the power battery 1 to the second driving member 5, and the turbine 7 and the second driving member 5 jointly drive the tail rotor. Another example is when the power battery 1 fails. The first driving member 3 uses the mechanical power of the engine 2, and the second driving member 5 uses the starting power of the engine 2 to charge and store energy towards the power battery 1.

[0043] The power system provided in this embodiment has at least the following working modes:

[0044] Operating mode 1: When taking off / landing / rapidly climbing in normal temperature / high temperature helicopter weather, the power demand of the main rotor is very large (especially in high altitude weather with normal temperature / high temperature). The engine 2 operates at a high power state. At this time, there is no bleed air from the engine 2, and surge will not occur; the tail rotor is driven by the second driving member 5, and the electric energy of the second driving member 5 is mainly provided by the power battery 1. The mechanical energy output by the engine 2 is mainly provided to the main rotor.

[0045] Operating mode 2: The helicopter operates in a level flight cruise state, and the power demand of the power system is small (especially in low altitude weather with normal temperature / low temperature). The gas turbine engine 2 operates at a low power state. The engine 2 needs to discharge a large amount of bleed air to prevent surge; normally, these bleed airs are directly discharged into the atmosphere. In the present invention, part of the exhaust gas energy is recovered in the heat exchanger 6 for these bleed airs, and then the turbine 7 is driven to do work. The tail rotor is driven by both the second driving member 5 and the turbine 7. The electric energy of the second driving member 5 is mainly provided by the first driving member 3, and the first driving member 3 extracts part of the mechanical energy of the engine 2 and converts it into electric energy. Part of the mechanical energy output by the engine 2 is provided to the main rotor, and part is provided to the second driving member 5.

[0046] Operating mode 3: The helicopter operates in an in-air flight emergency state. If the second driving member 5 fails at this time. The gas turbine engine 2 operates at a high power state, and the engine 2 provides a large amount of bleed air (the amount of bleed air is much larger than that in operating mode 2); part of the exhaust gas energy is recovered in the heat exchanger 6 for these bleed airs, and then the turbine 7 is driven to do work. The tail rotor is driven by the turbine 7 alone. The power battery 1 provides electric energy to drive the first driving member 3, and the mechanical energy of the first driving member 3 and the power output shaft power of the engine 2 are all provided to the main rotor.

[0047] Operating mode 4: The helicopter operates in an in-air flight emergency state. If the first driving member 3 fails and cannot generate electricity normally at this time. The engine 2 operates at a high power state, and the engine 2 provides a large amount of bleed air (the amount of bleed air is greater than that in operating mode 3); part of the exhaust gas energy is recovered in the heat exchanger 6 for these bleed airs, and then the turbine 7 is driven to do work. The tail rotor is driven by the turbine 7 alone; part of the mechanical energy of the turbine 7 drives the tail rotor, and part of the mechanical energy drives the second driving member 5. The second driving member 5 is a generator at this time, and the electric energy can be used to supply the aircraft power grid or to charge the battery. The power output shaft power of the engine 2 is all provided to the main rotor.

[0048] Embodiment 2

[0049] Second aspect, the present invention provides a control method for a tailless transmission helicopter hybrid power system, including:

[0050] Power mode: The main rotor is fully driven by the mechanical power output side of the engine 2; the second driving member 5 is powered by the power battery 1 to drive the tail rotor;

[0051] Cruise mode: Part of the mechanical power output side of the engine 2 drives the main rotor, and part of the power drives the second drive member 5 to generate electricity to charge the power battery 1; the turbine 7 receives part of the power on the pneumatic power output side of the engine 2 and jointly drives the tail rotor with the second drive member 5, and the second drive member 5 is switched to an electric motor;

[0052] First emergency condition mode: When the first drive member 3 fails, the main rotor is fully driven by the mechanical power output side of the engine 2; the turbine 7 receives the pneumatic power output side of the engine 2 and drives the tail rotor alone, and the second drive member 5 is switched to a generator, and the second drive member 5 receives part of the mechanical power transmitted by the turbine 7 to charge the power battery 1;

[0053] Second emergency condition mode: When the second drive member 5 fails, the main rotor is fully driven by the mechanical power output side of the engine 2; the turbine 7 receives the pneumatic power output side of the engine 2 and drives the tail rotor alone;

[0054] Third emergency condition mode: When the power battery 1 fails to supply power, the main rotor is jointly driven by the mechanical power output side of the engine 2 and the first drive member 3, and the first drive member 3 is switched to a generator to charge the power battery 1; the turbine 7 receives the pneumatic power output side of the engine 2 and jointly drives the tail rotor with the second drive member 5, and the second drive member 5 is switched to a generator to charge the power battery 1.

[0055] The control method provided by this embodiment realizes full-condition coverage through a multi-mode control strategy, ensuring power matching and fault tolerance; the power mode can give priority to ensuring the power for takeoff and landing, and the cruise mode optimizes energy efficiency. The three emergency condition modes respectively deal with the adverse situations of the failure of the first drive member 3, the failure of the second drive member 5, and the failure of the power battery 1 to effectively maintain the power supply of the main rotor and the tail rotor to ensure the heading and navigation control capabilities; on the basis of eliminating the traditional transmission system of the tail rotor, the overall weight of the machine and the risk of mechanical failures are reduced, and the flight safety and stability are ensured through the combination and distribution of mechanical power and pneumatic power.

[0056] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A hybrid power system for a tail-rotorless transmission helicopter, characterized in that, Comprising: A power battery (1) for providing or storing electric energy; An engine (2) as a power source; the engine (2) has a mechanical power output side and a pneumatic power output side, the mechanical power output side is adapted to drive the main rotor, and the pneumatic power output side is adapted to drive the tail rotor; A first driving member (3) and a second driving member (5), any one of the driving members is set as a motor / generator; the first driving member (3) is arranged on the mechanical power output side, the first driving member (3) is connected between the engine (2) and the main rotor, the second driving member (5) is arranged on the pneumatic power output side, and the output side of the second driving member (5) is in transmission connection with the tail rotor shaft of the tail rotor; A turbine (7) is arranged on the pneumatic power output side, and the output side of the turbine (7) is connected to the input side of the second driving member (5); And a controller (8), the controller (8) is electrically connected to the first driving member (3), the controller (8) is electrically connected to the second driving member (5), and the controller (8) is electrically connected to the power battery (1); the controller (8) at least controls the power of the first driving member (3) and the second driving member (5), and the current conduction direction and on / off between the power battery (1) and the first driving member (3) and the second driving member (5).

2. The tail-rotorless drive helicopter hybrid power system according to claim 1, wherein, The power system further includes a heat exchanger (6), the heat exchanger (6) is arranged on the pneumatic power output side, and the heat exchanger (6) is connected between the engine (2) and the turbine (7).

3. The tail-rotorless drive helicopter hybrid power system according to claim 2, wherein, The heat exchanger (6) has a first flow path, a second flow path and a third flow path, the first flow path is thermally connected to the third flow path, and the second flow path is thermally connected to the third flow path; The input side of the first flow path is communicated with the air extraction area of the engine (2) to receive the compressed gas extracted from the engine (2), the input side of the second flow path is communicated with the exhaust gas area of the engine (2), and the output side of the third flow path is arranged towards the input side of the turbine (7).

4. The tailless propeller drive helicopter hybrid power system according to any one of claims 1-3, characterized in that, The power system further includes an electric energy distribution unit (4), the electric energy distribution unit (4) is communicatively connected to the controller (8), the electric energy distribution unit (4) is electrically connected to the power battery (1), the electric energy distribution unit (4) is electrically connected to the first driving member (3), and the electric energy distribution unit (4) is electrically connected to the second driving member (5).

5. The tail-rotorless drive helicopter hybrid power system according to any one of claims 1-3, characterized in that, Both the first driving member (3) and the second driving member (5) are set as permanent magnet synchronous motors.

6. A control method for a tail-rotorless drive helicopter hybrid power system according to any one of claims 1-5, characterized in that, Comprising: Power mode: The main rotor is fully driven by the mechanical power output side of the engine (2); The second driving member (5) is powered by the power battery (1) to drive the tail rotor; Cruise mode: Part of the mechanical power output side of the engine (2) drives the main rotor, and part of the power drives the second drive member (5) to generate electricity to charge the power battery (1); the turbine (7) receives part of the power on the pneumatic power output side of the engine (2) and jointly drives the tail rotor with the second drive member (5), and the second drive member (5) is switched to an electric motor; First emergency condition mode: When the first drive member (3) fails, the main rotor is driven by the full power of the mechanical power output side of the engine (2); the turbine (7) receives the pneumatic power output side of the engine (2) and drives the tail rotor alone, and the second drive member (5) is switched to a generator, and the second drive member (5) receives part of the mechanical power transmitted by the turbine (7) to charge the power battery (1); Second emergency condition mode: When the second drive member (5) fails, the main rotor is driven by the full power of the mechanical power output side of the engine (2); the turbine (7) receives the pneumatic power output side of the engine (2) and drives the tail rotor alone; Third emergency condition mode: When the power battery (1) fails due to lack of power supply, the main rotor is jointly driven by the mechanical power output side of the engine (2) and the first drive member (3), and the first drive member (3) is switched to a generator to charge the power battery (1); the turbine (7) receives the pneumatic power output side of the engine (2) and jointly drives the tail rotor with the second drive member (5), and the second drive member (5) is switched to a generator to charge the power battery (1).

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