Aviation hybrid power system based on multiphase motor and fault processing method

Abstract

The invention discloses an aviation hybrid power system based on a multi-phase motor and a fault processing method, and the system comprises a plurality of driving motor units, each driving motor unit comprises a driving motor, a driving motor controller electrically connected with the driving motor, and a propeller in transmission connection with the driving motor; a power unit, the system comprises a power battery, a multi-phase generator, an engine in transmission connection with the multi-phase generator, a generator controller electrically connected between the multi-phase generator and the power battery, a power battery controller electrically connected with the power battery and used for controlling the power battery, and an engine controller electrically connected between the engine and the generator controller, the hybrid controller is electrically connected between the driving motor controller and the generator controller; and a flight control unit. The structure of the system is simplified, the weight of the system is reduced, the power-to-weight ratio of the hybrid power system is increased, and the effective load of the aircraft is increased.

Description

Technical Field

[0001] The invention relates to an aviation hybrid power system based on a multi-phase motor and a fault processing method. Background Art

[0002] Unmanned aerial vehicle (UAV) technology has been applied in numerous fields, including military and civilian applications. As the core of UAV technology, the power system is crucial to its performance. While traditional aviation propulsion systems (including piston, turbine, and rotary engines) offer excellent power and reliability, their complex transmission structures and single aircraft configurations make them inadequate for the diverse configurations required for low-altitude, multi-use scenarios. Furthermore, traditional propulsion systems are noisy, fuel-intensive, and emit high emissions. Compared to traditional propulsion systems, electric UAVs offer the flexibility required for diverse aircraft configurations, including low vibration, excellent stealth, and high energy efficiency. However, their batteries offer low energy density and poor safety, resulting in limited payload, short range, and safety issues for pure electric aircraft. Aviation hybrid power systems integrate traditional propulsion systems with electric drive systems, combining the high power density and reliability of traditional propulsion systems with the flexible layout and high efficiency of electric drive systems. This enables aircraft based on aviation hybrid power systems to achieve long flight range, large payloads, and excellent economic efficiency. Its safety, efficiency, greenness and economy in low-altitude aircraft have attracted widespread attention in the market and have gradually become one of the most promising new aviation propulsion systems.

[0003] Hybrid UAV system configurations are categorized into series, parallel, and parallel-parallel configurations. In the parallel configuration, the engine directly drives the propeller. The presence of a traditional mechanical transmission significantly increases the weight of the hybrid system, reducing the power-to-weight ratio of the power system, and thus the payload capacity of the aircraft, leading to a reduction in the aircraft's economic efficiency. The parallel-parallel configuration is relatively complex, resulting in high system weight and difficulties in optimizing costs and control strategies. Similar to the parallel system, the increased complexity reduces the power-to-weight ratio and safety. In contrast, the series aviation hybrid system uses the engine to directly drive the generator, which then generates electricity to drive the propeller. This hybrid system decouples the energy supply unit from the drive unit, enabling the engine and generator to operate in their high-efficiency range. This improves the efficiency of the power generation unit while also extending the engine's lifespan. This decoupling also facilitates flexible aircraft layouts.

[0004] The current mainstream aircraft hybrid power system is based on the physical connection between the three-phase permanent magnet synchronous generator and the engine, using a series configuration, and the generator is passively rectified before output, such as Figure 1 As shown, it exists:

[0005] 1. Engine starter control: Current aviation hybrid systems require a DC starter motor for electric engine starting. The starter motor is powered by a battery and controlled by a relay. The starter motor's gear then engages the engine crankshaft gear to start the engine. Once the engine is running, it can drive the generator, which then stores the generated energy in the battery. Current aviation hybrid systems lack an integrated motor starter design, making the system structure complex.

[0006] 2. Power generation control issues: The current mainstream series hybrid control scheme uses passive rectification or direct control of engine torque. The generator motor generates power based on load characteristics, resulting in large output voltage fluctuations. Due to the slow engine response, the system cannot keep up with the speed response. This results in slow response, poor anti-interference ability, large output voltage ripple, and a large drive system size.

[0007] 3. System integration complexity: The engine requires starter motor control, generator control, low-voltage battery, power battery, and related mechanical and electrical connections. The system is highly complex, large in size and weight, which is not conducive to better reflecting the economic efficiency of the power system;

[0008] 4. Three-phase permanent magnet synchronous generator issues: The three-phase generator has relatively low power density and torque output capacity, and its output voltage pulsates greatly, making it unable to directly power the drive load. When the high-voltage battery fails and the generator is directly driven, the voltage fluctuates greatly, causing problems such as poor flight stability of the aircraft and poor system fault tolerance. When a single-phase or single-bridge arm fault occurs, the power generation system cannot operate in a fault-tolerant manner, causing the power system to stop outputting power.

[0009] 5. Fault-tolerant control issues: The current power system is unable to perform fault-tolerant control. After the power battery and power generation system fail, fault tolerance and reduced-rated operation are impossible, and flight safety cannot be effectively guaranteed. Summary of the Invention

[0010] The purpose of the present invention is to provide an aviation hybrid power system based on a multi-phase motor, which simplifies the system structure, reduces the system weight, improves the power-to-weight ratio of the hybrid power system, increases the effective load of the aircraft, and improves the economy of the aircraft.

[0011] To solve the above technical problems, the present invention adopts the following technical solution: an aviation hybrid power system based on a multi-phase motor, comprising:

[0012] There are several drive motor units, each of which includes a drive motor, a drive motor controller electrically connected to the drive motor, and a propeller drivingly connected to the drive motor;

[0013] A power unit comprising a power battery, a multi-phase generator, an engine drivingly connected to the multi-phase generator, a generator controller electrically connected between the multi-phase generator and the power battery, a power battery controller electrically connected to the power battery for controlling the power battery, an engine controller electrically connected between the engine and the generator controller, and a hybrid controller electrically connected between the drive motor controller and the generator controller;

[0014] a flight control unit, electrically connected to the hybrid controller;

[0015] The engine eliminates the low-voltage starting motor, low-voltage generator motor, starting control system and low-voltage battery, and adopts a multi-phase generator for starting control. After the high voltage is powered on, the generator controller requests to start and the generator control system works in the speed mode in the driving condition. After driving the engine crankshaft to the target speed, the engine controller starts the engine to work normally. The generator controller quickly switches the generator to the power generation mode, and the engine provides power input. The engine requests the corresponding torque according to the energy relationship system, and the generator controller outputs the corresponding electric energy to be distributed to the high-voltage battery and the target load.

[0016] In another embodiment, the system further includes a step-down module electrically connected to the power battery, the step-down module supplies power to the low-voltage unit in the system, the generator controller performs high and low voltage self-tests and converts the low voltage power supply to the system low-voltage unit through the step-down module.

[0017] In another embodiment, the power battery controller, the engine controller, the generator controller, and the hybrid controller are integrated into one or are independent controllers.

[0018] In another embodiment, the multi-phase generator is a six-phase generator or a nine-phase generator.

[0019] In another embodiment, the flight control unit is electrically connected to each of the drive motor controllers, and the flight control signal of the drive motor controller can be issued by the hybrid controller or by the flight control unit, thereby improving the redundancy of the system.

[0020] In another embodiment, all the drive motor units are electrically connected to the power battery independently of each other, and each drive motor unit is connected to the power battery through a group of inverters, that is, the drive motor units are modularized. The number of modular motor units that the drive motor is composed of can be determined based on actual power requirements, thereby improving the redundancy of the system. When a modular unit fails, the power can still be reduced to ensure the stability of the system. The use of modular motor units greatly reduces costs and improves system benefits.

[0021] In another embodiment, a motor fault diagnosis module is provided in the generator controller. When a winding fault of the drive motor or a driving fault of the generator controller is detected, the drive motor controller will enter a fault handling mechanism, reconstruct the winding of the drive motor, isolate the faulty winding or bridge arm, and re-control the newly reconstructed drive motor.

[0022] The present invention also provides a fault handling method for an aviation hybrid power system, wherein the aviation hybrid power system is the above-mentioned aviation hybrid power system based on a multi-phase motor, and the fault handling method includes the following steps: when the operating data of a certain drive motor unit is abnormal, the hybrid controller performs fault diagnosis on the drive motor unit. If it is confirmed that the drive motor unit is faulty, the hybrid controller transmits the allowable power of the current faulty power system to the flight control unit. The flight control unit readjusts the power distribution of the current aviation hybrid power system according to the capacity of each drive motor module and the flight mission, so that the drive motor units in symmetrical positions maintain the same amount of power reduction.

[0023] The present invention also provides a fault handling method for an aviation hybrid power system, wherein the aviation hybrid power system is the above-mentioned aviation hybrid power system based on a multi-phase motor, and the fault handling method includes the following steps: when the generator controller detects a generator fault, the generator controller performs fault diagnosis on the faulty winding and isolates the faulty bridge arm, and at the same time, the generator controller sends the generator capacity feedback to the hybrid controller; the hybrid controller determines the maximum power supply capacity of the system by diagnosing the entire system; and transmits the maximum power supply capacity signal of the system to the flight control unit; the flight control unit re-plans according to the flight mission and the power supply capacity of the power system. If the maximum power of the system is greater than the power required for the flight mission, the power is reduced for flight, otherwise an emergency landing is performed.

[0024] In another implementation mode, the engine controller and the generator controller report their respective maximum allowable powers respectively, and the hybrid controller uses the smaller of the maximum allowable powers of the engine controller and the generator controller as the maximum allowable power of the power generation system; the maximum allowable power of the power generation system is summed with the allowable discharge power of the high-voltage battery to obtain the maximum energy supply power of the hybrid system, and the hybrid controller obtains the required power of the drive motor and compares it with the maximum energy supply power of the hybrid system; if the maximum energy supply power of the hybrid system is greater than the required power of the motor, the system can continue to operate stably; if the maximum energy supply power of the hybrid system is less than the required power of the drive motor, the flight control unit determines the derating power required to reduce the power to perform the task by judging the mission requirements, flight control and hybrid power status; if the maximum energy supply power of the hybrid system is greater than the derating power, the derating flight is met and the derating flight is performed; if not, an emergency landing is performed.

[0025] The beneficial effects of the present invention are as follows: the multi-phase motor is driven by currents of different phases, providing a more diverse driving mode, which can adapt to more complex application scenarios compared to the single driving mode of the three-phase motor; due to the diversity of the driving mode, the multi-phase motor can provide higher power output in different situations, especially in applications where aircraft require high torque; the driving mode of the multi-phase motor is more complex, so it has higher efficiency and better stability, and can maintain a stable and reliable working state under various loads; the multi-phase motor can achieve higher output power under lower voltage conditions, has lower requirements for engine speed fluctuations, and has better power generation efficiency and power generation capacity in the low-speed zone. High improvement; the phase redundant design of the multi-phase motor enables it to continue to operate when one or more phases fail. Compared with the three-phase motor, after a phase failure occurs, it needs to rely on the center line for phase reorganization and cannot directly and smoothly resume startup. The multi-phase motor does not need to rely on the center line for phase reorganization, which improves the overall reliability of the system and the safety of the aircraft; the system structure is simplified, the weight of the system is reduced, the power-to-weight ratio of the hybrid system is improved, the effective load of the aircraft is increased, and the economy of the aircraft is improved; the structure is compact and the layout is simpler, which is conducive to the layout and installation of the power system; the system has a high degree of integration and the controllers are deeply integrated, which reduces the system cost by more than 30%. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The figure is a schematic diagram of the power output principle in the existing hybrid power system;

[0027] Figure 2 The schematic diagram of the aviation hybrid power system based on a multi-phase motor in the present invention;

[0028] Figure 3 This is a flow chart of the troubleshooting method when the drive motor fails;

[0029] Figure 4 This is a flowchart of the troubleshooting method when the entire system fails. DETAILED DESCRIPTION

[0030] The present invention is described in detail below with reference to the embodiments shown in the accompanying drawings:

[0031] like Figure 2 As shown, the aviation hybrid power system based on a multi-phase motor includes: a drive motor unit, a power unit, a flight control unit 1 and a step-down module DCDC.

[0032] There are several drive motor units, each of which includes a drive motor 4, a generator controller MCU electrically connected to the drive motor 4, and a propeller 5 drivingly connected to the drive motor 4;

[0033] The power unit includes a power battery 7, a multi-phase generator 8, an engine 9 transmission-connected to the multi-phase generator 8, a generator controller GCU electrically connected between the multi-phase generator 8 and the power battery 7, an engine controller BMS electrically connected to the power battery 7 for controlling the power battery 7, an engine controller ECU electrically connected between the engine 9 and the generator controller GCU, and a hybrid controller HUC electrically connected between the generator controller MCU and the generator controller GCU;

[0034] The flight control unit 1 is electrically connected to the hybrid controller HUC;

[0035] The step-down module DCDC is electrically connected to the power battery 7 , and the step-down module DCDC supplies power to the low-voltage unit 3 in the system. The generator controller GCU performs high and low voltage self-tests and converts the low voltage power supply to the system low-voltage unit 3 through the step-down module DCDC.

[0036] The engine controller (BMS), engine controller (ECU), generator controller (GCU), and hybrid controller (HUC) are either integrated or independent. The multiphase generator 8 can be a six-phase or nine-phase generator. The flight control unit (FCU) is electrically connected to each generator controller MCU. Flight control signals from the generator controller MCUs can be sent either from the hybrid controller (HUC) or from the FCU, thereby improving system redundancy.

[0037] All drive motor units are electrically connected to the power battery 7 independently of each other. Each drive motor unit is connected to the power battery 7 through a group of inverters, that is, the drive motor units are modularized. The number of modular motor units that the drive motor 4 is composed of can be determined according to actual power requirements, thereby improving the redundancy of the system. When a modular unit fails, the power can still be reduced to ensure the stability of the system. The use of modular motor units greatly reduces costs and improves system benefits.

[0038] The generator controller GCU is equipped with a motor fault diagnosis module. When a winding fault of the drive motor 4 or a driving fault of the generator controller GCU is detected, the generator controller MCU will enter the fault handling mechanism, reconstruct the winding of the drive motor 4, isolate the faulty winding or bridge arm, and re-control the newly reconstructed drive motor 4.

[0039] The engine 9 eliminates the low-voltage starting motor, low-voltage generator motor, starting control system and low-voltage battery, and adopts the multi-phase generator 8 for starting control. After the high voltage is powered on, the generator controller GCU requests to start and the generator control system works in the driving condition in the speed mode. After driving the crankshaft of the engine 9 to the target speed, the engine controller ECU starts the engine 9 to work normally. The generator controller GCU quickly switches the generator to the power generation mode, and the engine 9 provides power input. The engine 9 requests the corresponding required torque according to the energy relationship system, and the generator controller GCU outputs the corresponding electric energy to be distributed to the high-voltage battery and the target load.

[0040] like Figure 3 As shown, the fault handling method of the aviation hybrid power system includes the following steps: when the operating data of a certain drive motor unit is abnormal, the hybrid controller HUC performs fault diagnosis on the drive motor unit. If it is confirmed that the drive motor unit is faulty, the hybrid controller HUC transmits the allowable power of the current faulty power system to the flight control unit 1. The flight control unit 1 readjusts the power distribution of the current aviation hybrid power system according to the capacity of each drive motor module 4 and the flight mission, so that the drive motor units in symmetrical positions maintain the same amount of power reduction.

[0041] like Figure 4 As shown, the fault handling method of the aviation hybrid power system includes the following steps: when the generator controller GCU detects a generator fault, the generator controller GCU performs fault diagnosis on the faulty winding and isolates the faulty bridge arm, and at the same time, the generator controller GCU sends the generator capacity feedback to the hybrid controller HUC; the hybrid controller HUC determines the maximum power supply capacity of the system by diagnosing the entire system; and transmits the system's maximum power supply capacity signal to the flight control unit 1; the flight control unit 1 re-plans the power supply capacity based on the flight mission and the power supply capacity of the power system. If the maximum power of the system is greater than the power required for the flight mission, the power is reduced for flight, otherwise an emergency landing is performed;

[0042] Specifically, the engine controller ECU and the generator controller GCU report their respective maximum allowable powers, and the hybrid controller HUC uses the smaller of the maximum allowable powers of the engine controller ECU and the generator controller GCU as the maximum allowable power of the power generation system; the maximum allowable power of the power generation system is summed with the allowable discharge power of the high-voltage battery to obtain the maximum energy supply power of the hybrid system, and the hybrid controller HUC obtains the required power of the drive motor 4 and compares it with the maximum energy supply power of the hybrid system; if the maximum energy supply power of the hybrid system is greater than the required power of the motor, the system can continue to operate stably; if the maximum energy supply power of the hybrid system is less than the required power of the drive motor 4, the flight control unit 1 determines the derating power required to reduce the power to perform the task by judging the mission requirements, flight control and hybrid power status; if the maximum energy supply power of the hybrid system is greater than the derating power, the derating flight is met, and the derating flight is performed; if not, an emergency landing is performed.

[0043] The above embodiments are intended only to illustrate the technical concepts and features of the present invention. Their purpose is to enable those skilled in the art to understand the present invention and implement it accordingly. They are not intended to limit the scope of protection of the present invention. Any equivalent changes or modifications made in accordance with the spirit of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. An aviation hybrid power system based on a multi-phase motor, characterized in that: It includes: There are several drive motor units, each of which includes a drive motor, a drive motor controller electrically connected to the drive motor, and a propeller drivingly connected to the drive motor; A power unit comprising a power battery, a multi-phase generator, an engine drivingly connected to the multi-phase generator, a generator controller electrically connected between the multi-phase generator and the power battery, a power battery controller electrically connected to the power battery for controlling the power battery, an engine controller electrically connected between the engine and the generator controller, and a hybrid controller electrically connected between the drive motor controller and the generator controller; A flight control unit is electrically connected to the hybrid controller.

2. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: The system further includes a step-down module electrically connected to the power battery, and the step-down module supplies power to the low-voltage unit in the system.

3. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: The power battery controller, the engine controller, the generator controller, and the hybrid controller are integrated into one or are independent controllers.

4. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: The multi-phase generator is a six-phase generator or a nine-phase generator.

5. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: The flight control unit is electrically connected to each of the drive motor controllers.

6. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: All the drive motor units are electrically connected to the power battery independently of each other, and each drive motor unit is connected to the power battery via a group of inverters.

7. The aviation hybrid power system based on a multi-phase motor according to claim 1, characterized in that: The generator controller is equipped with a motor fault diagnosis module. When a fault is detected in the winding of the drive motor or the generator controller drive, the drive motor controller will enter the fault handling mechanism, reconstruct the drive motor winding, isolate the faulty winding or bridge arm, and re-control the newly reconstructed drive motor.

8. A method for troubleshooting an aviation hybrid power system, characterized by: The aviation hybrid power system is an aviation hybrid power system based on a multi-phase motor as described in any one of claims 1 to 7, and the fault handling method includes the following steps: when the operating data of a drive motor unit is abnormal, the hybrid controller performs fault diagnosis on the drive motor unit. If it is confirmed that the drive motor unit is faulty, the hybrid controller transmits the allowable power of the current faulty power system to the flight control unit. The flight control unit readjusts the power distribution of the current aviation hybrid power system according to the capacity of each drive motor module and the flight mission, so that the drive motor units in symmetrical positions maintain the same amount of power reduction.

9. A method for troubleshooting an aviation hybrid power system, characterized by: The aviation hybrid power system is an aviation hybrid power system based on a multi-phase motor as described in any one of claims 1-7, and the fault handling method includes the following steps: when the generator controller detects a generator fault, the generator controller performs fault diagnosis on the faulty winding and isolates the faulty bridge arm, and at the same time, the generator controller sends the generator capacity feedback to the hybrid controller; the hybrid controller determines the maximum power supply capacity of the system by diagnosing the entire system; and transmits the maximum power supply capacity signal of the system to the flight control unit; the flight control unit re-plans according to the flight mission and the power supply capacity of the power system, and if the maximum power of the system is greater than the power required for the flight mission, the power is reduced for flight, otherwise an emergency landing is performed.

10. The method for troubleshooting an aviation hybrid power system according to claim 9, characterized in that: The engine controller and generator controller report their respective maximum allowable powers respectively. The hybrid controller uses the smaller of the maximum allowable powers of the engine controller and the generator controller as the maximum allowable power of the power generation system; the maximum allowable power of the power generation system is summed with the allowable discharge power of the high-voltage battery to obtain the maximum energy supply power of the hybrid system, and the hybrid controller obtains the required power of the drive motor and compares it with the maximum energy supply power of the hybrid system; if the maximum energy supply power of the hybrid system is greater than the required power of the motor, the system can continue to operate stably; if the maximum energy supply power of the hybrid system is less than the required power of the drive motor, the flight control unit determines the derating power required to reduce the power to perform the mission by judging the mission requirements, flight control and hybrid power status; if the maximum energy supply power of the hybrid system is greater than the derating power, the derating flight is met and the derating flight is performed; if not, an emergency landing is performed.

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