Hybrid helicopter management system and method for a hybrid helicopter with tilting rotors

Abstract

The application discloses a compound helicopter management system and management method with tilting rotors, and the management system comprises a power management subsystem and a thermal management subsystem, and the power management subsystem comprises a fuel engine, a start-launch integrated motor, a main speed reducer, a motor I matched with each tilting rotor, and a motor II matched with a tail rotor; wherein, a high-voltage three-phase power cable built in the start-launch integrated motor is connected to a high-voltage direct-current bus of the helicopter through a bidirectional start-launch controller; the high-voltage direct-current bus is also connected with a battery management module containing a power battery pack; and each motor is connected to the high-voltage direct-current bus through a corresponding multi-channel electric drive controller. The fuel engine can be started directly by the start-launch integrated motor with the main rotor, so that the clutch, the starting motor assembly and the starting gear disc can be cancelled, the structure is greatly simplified, the structural weight is reduced, and the reliability of the system is improved.

Description

Technical Field

[0001] This invention relates to the field of helicopter power and thermal management. More specifically, this invention relates to a management system and method for a compound helicopter with tiltrotor. Background Technology

[0002] The tiltrotor helicopter is a new composite configuration that adds a short wing to each side of the fuselage to the existing single-rotor helicopter platform with a tail rotor. At the tip of each wing is a tiltrotor. These two tiltrotors function as lift rotors during takeoff and tilt to act as forward-pull rotors during forward flight. This new helicopter configuration can significantly increase forward speed. However, using a conventional fuel engine as the power management subsystem, along with a traditional transmission system to power the tiltrotors, would greatly increase the system's complexity and significantly reduce its practicality due to insufficient payload capacity. Summary of the Invention

[0003] One object of the present invention is to solve at least the above-mentioned problems and / or defects, and to provide at least the advantages described below.

[0004] To achieve these objectives and other advantages of the present invention, a management system for a compound helicopter with a tiltrotor is provided, the management system comprising: a power management subsystem, and the power management subsystem comprising: Internal combustion engine; An integrated starter motor installed on a fuel engine, with its main shaft connected to the output shaft of the fuel engine; A main reducer is connected in series after the starter-generator integrated motor and is connected to the main shaft of the starter-generator integrated motor via an overrunning clutch. The output end of the main reducer drives the main rotor to rotate. Motor I, which works in conjunction with each tilt rotor; Motor II, which works in conjunction with the tail rotor; The high-voltage three-phase power cable built into the integrated starter motor is connected to the high-voltage DC bus of the helicopter through a bidirectional starter controller. The high-voltage DC bus is also connected to a battery management module that includes a power battery pack. Each motor is connected to the high-voltage DC bus through a corresponding multi-channel electric drive controller.

[0005] Preferably, the battery management module also integrates a bidirectional DC / DC converter and a BMS battery management system; The helicopter's controller switches the charging and discharging states of the power battery pack through the battery management module, adjusts the power generation or output power of the integrated starter motor, and regulates the operating states of each motor.

[0006] Preferably, the main reducer includes: The input spur gear shaft is hollow inside and fits into the main shaft of the integrated starter motor. Driven spur gear used to achieve first-stage speed reduction; The driving bevel gear used to achieve two-stage speed reduction; A driven bevel gear that works in conjunction with the driving bevel gear to achieve two-stage speed reduction; The driven spur gear and the driving bevel gear are fixed together by a key. The overrunning clutch is installed between the main shaft of the integrated starter motor and the input spur gear shaft, and the main rotor shaft is fixedly connected to the driven bevel gear by bolts.

[0007] Preferably, the management system further includes a thermal management subsystem, and the thermal management subsystem includes: A water pump integrated into a fuel engine; A water-cooled radiator connected to the high-temperature coolant output of a fuel engine; A heat exchanger fixed inside the main reducer and immersed in the main reducer's lubricating oil; A fan designed to work with a water-cooling radiator; The input side of the heat exchanger is connected to the output end of the water-cooled radiator, and the output side of the heat exchanger is connected to the coolant inlet of the fuel engine via a water pump. The water-cooled radiator is installed at the front end of the main rotor shaft and located on the upper part of the fuselage; The fan is installed behind the water-cooled radiator.

[0008] Preferably, the main shaft of the integrated starter motor is hollow inside, but the side connected to the engine is sealed off. The main shaft of the integrated starter motor is inserted into the main reducer, with one end immersed in lubricating oil, and a mechanical pump is installed at the end to press the lubricating oil of the main reducer into the hollow main shaft of the integrated starter motor. The hollow starter motor has a small hole on its main shaft that allows lubricating oil to be thrown out.

[0009] A composite helicopter management method includes a power management method, wherein the power management method comprises: during the preparation phase, after the starter-generator integrated motor starts the fuel engine, during the engine warm-up phase, the generator function of the starter-generator integrated motor is used to charge the power battery pack, thereby replenishing the power consumed during startup; During takeoff, the onboard power battery pack supplies power to the integrated launch motor and / or motor I and motor II. The integrated launch motor, together with the fuel engine, drives the main rotor, and motor II drives the tail rotor to complete the vertical takeoff of the helicopter. During the forward flight phase, the fixed wings on both sides of the fuselage reduce the helicopter's required power while providing some lift. Therefore, the generator function of the integrated starter motor is used to power motor I and motor II, and at the same time charge the power battery pack.

[0010] Preferably, the charging and discharging of the power battery pack are both achieved by the helicopter power controller controlling the working state of the bidirectional DC / DC converter and the BMS battery management system through command I; The switching of the generator's power generation state or the adjustment of its output power are both achieved by the helicopter's power controller controlling the working state of the bidirectional generator controller through command II. The switching of the operating status of each motor is achieved by the helicopter power controller controlling the operating status of the multi-channel electric drive controller through command III.

[0011] Preferably, the management method further includes a thermal management method, wherein the thermal management method utilizes the cooling system of the fuel engine to dissipate heat from the main reducer and the starter-generator integrated motor, and utilizes the powerful scouring of a fan to further dissipate heat from the starter-generator integrated motor. Among them, the high-temperature coolant of the fuel engine is transported through the pipeline to the water-cooled radiator, and is connected to the fuel engine water pump through the heat exchanger. The cooled coolant is pumped into the coolant inlet of the fuel engine to complete the cooling cycle for the main reducer and the starter motor. During the cooling cycle, the fan's suction function draws in cool air from outside the machine body through the water-cooled radiator, simultaneously cooling the coolant inside the radiator. At the same time, the air is accelerated by the fan and blown towards the outer wall of the main reducer and the starter motor, further cooling the motor. The main shaft of the integrated starter motor, which is inserted into the main reducer, is immersed in lubricating oil. Under the action of the end mechanical pump, the lubricating oil of the main reducer is forced into the hollow part of the main shaft of the integrated starter motor. The forced lubricating oil is thrown out through the small hole under the action of centrifugal force, which carries away the heat inside the core of the integrated starter motor. The lubricating oil thrown out through the small hole is quickly mixed into the main body of lubricating oil under the agitation of the gears, and heat dissipation is completed through the heat exchanger.

[0012] Preferably, when starting the engine in extremely low temperature environments, the starter-generator integrated motor uses stall heating or low-speed rotation heating to transfer heat to the lubricating oil and engine block through the hollow shaft and housing, thus completing the preheating for starting in low temperature environments.

[0013] The present invention has at least the following beneficial effects: Firstly, compared to existing technologies, this invention adds a sufficiently powerful integrated starter-engine motor, enabling the main rotor to start the fuel engine directly via the integrated starter-engine motor. This eliminates the need for a clutch typically found in such helicopters (retaining an overrunning clutch for safety), and also eliminates the starter motor assembly and starter gear that were originally essential for the fuel engine. Since the integrated starter-engine motor and the fuel engine output shaft operate synchronously, the rotor of the integrated starter-engine motor can replace the fuel engine flywheel. Furthermore, the current starting method is gentler, reducing the impact on the main gearbox and main rotor. Therefore, this design greatly simplifies the structure, reduces structural weight, and improves system reliability. Secondly, compared to existing technologies, this invention replaces the original generator with an integrated starter-generator motor during the flight phase. The newly added power battery pack can be stepped down by DC / DC converters to power the onboard control equipment and mission equipment, eliminating the need for the original battery pack and thus reducing system weight. Furthermore, leveraging the high power of the existing integrated starter-generator motor and the ample charge of the power battery pack, this invention can significantly increase the power supply to mission equipment, thereby expanding the mission range. Thirdly, compared with the existing technology, the present invention uses the cooling system of the fuel engine to dissipate heat from the main reducer and the starter-generator integrated motor, and uses the powerful scouring of the fan to further dissipate heat from the starter-generator integrated motor, thereby eliminating the external circulation cooling system of the main reducer, greatly simplifying the structure, reducing the structural weight and improving the reliability of the system. Fourth, compared to existing technologies, this invention eliminates the commonly used belt drive and replaces it with an additional spur gear reduction stage. This design increases transmission efficiency, reduces the load at the installation point, and also makes the transmission system more compact, thereby reducing the overall structural weight, saving equipment installation space, and increasing the maximum load capacity of the composite helicopter; Fifth, compared to existing technologies, this invention can significantly improve the starting capability of fuel engines in low-temperature environments. Due to its inherent requirements, the integrated starter-generator motor has a much higher power output than the original starter motor of the fuel engine. Utilizing the high torque advantage of the integrated starter-generator motor, the fuel engine can be started smoothly in low-temperature environments. Furthermore, under extremely low-temperature conditions, by using ground auxiliary power, this invention further utilizes the integrated starter-generator motor for "stall-rotor heating" or "low-speed rotation heating," transferring heat to the lubricating oil and fuel engine cylinder through the hollow shaft and outer shell. This rapidly increases the lubricating oil temperature within the fuel engine, ensuring smooth starting. Therefore, this invention can greatly reduce the support conditions for helicopter low-temperature starting, simplify support operations, shorten takeoff time, and improve the helicopter's adaptability to low-temperature environments. Sixth, this invention significantly increases the available power for takeoff of this type of composite helicopter, thereby greatly increasing its maximum takeoff weight. Helicopters require the most power during takeoff. By using an onboard battery pack to provide short-term takeoff power to the integrated starter motor and tail rotor motor, the maximum takeoff weight of the helicopter can be effectively increased, improving its practical performance. Combined with the high forward speed characteristic of this composite helicopter, its competitiveness can be effectively enhanced.

[0014] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the composite helicopter of the present invention; Figure 2 This is a schematic diagram of the thermal management subsystem of the present invention; Figure 3 This is a schematic diagram of the power management subsystem of the present invention; Figure 4 This is a flowchart of the power management subsystem of the present invention; Figure 5 This is a flowchart of the thermal management subsystem of the present invention. Detailed Implementation

[0016] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0017] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0018] It should be noted that in the description of this invention, the orientations or positional relationships indicated by terms are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this invention. In addition, the terms "I" and "II" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0019] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0020] A management system for a compound helicopter with a tiltrotor. This management system can also be used independently as a power management subsystem and thermal management system for conventional helicopters, simply by simplifying the power configuration of the tiltrotor section. It should be noted that for a compound helicopter with a tiltrotor, its structure is as follows: Figure 1 As shown, and Figure 1 R1 is the main rotor, R2 is the left tilt rotor, R3 is the right tilt rotor, and R4 is the tail rotor. R2, R3, and R4 are all driven by electric motors. The drive motors are: motor I corresponding to the left tilt rotor and the right tilt rotor, and motor II corresponding to the tail rotor. This management system mainly includes a thermal management subsystem and a power management subsystem. like Figure 2-3 , Figure 5 The thermal management subsystem shown in the diagram, structurally speaking, mainly includes: a water pump 7 integrated on the fuel engine 1, a water-cooled radiator 3, a cooling fan, a heat exchanger 5, connecting pipes for each component (such as water pipe I2 connecting the hot end of the fuel engine 1, water pipe II4 connecting the water-cooled radiator 3 and the heat exchanger 5, and water pipe III6 connecting the heat exchanger 5 and the cold end of the fuel engine 1), and a thermal management controller for controlling the thermal management system. The high-temperature coolant output of the fuel engine 1 is connected to the inlet of the water-cooled radiator 3 via water pipe I2, while the outlet of the water-cooled radiator 3 is connected to the inlet of the heat exchanger 5 via water pipe II4. The outlet of the heat exchanger 5 is also connected to the water pump 7 of the fuel engine 1 via water pipe III6, and then connected to the coolant inlet of the fuel engine 1 through corresponding pipes, forming a cooling cycle.

[0021] The heat exchanger 5 is fixed inside the main reducer and immersed in the lubricating oil of the main reducer. The heat generated by the starter-generator motor can be transferred through the outer casing to the lubricating oil inside the main reducer, and then transferred to the coolant through the heat exchanger 5, completing the initial heat dissipation of the main reducer and the starter-generator motor.

[0022] The water-cooled radiator 3 is installed at the front end of the main rotor shaft and located on the upper part of the fuselage. A cooling fan is installed behind the water-cooled radiator 3, drawing in cool air from outside the fuselage to pass through it, thus cooling the coolant inside. The air, accelerated by the cooling fan, is then blown towards the outer wall of the main reducer and the integrated starter-generator motor. Under typical operating conditions, the temperature of this airflow remains significantly lower than the surface temperature of the integrated starter-generator motor, further cooling the motor.

[0023] In practical applications, the main shaft 14 of the integrated starter motor 11 is hollow inside, but sealed on the side connected to the fuel engine 1 (to prevent lubricating oil from the main reducer 13 from entering the integrated starter motor or the fuel engine 1). The main shaft 14 of the integrated starter motor 11, which protrudes into the main reducer 13, is immersed in lubricating oil, and a mechanical pump 23 is installed at its end. During operation, the lubricating oil of the main reducer 13 is forced into the hollow shaft of the integrated starter motor 11 by the mechanical pump 23, and is thrown out from the hole under the action of centrifugal force, carrying away a large amount of heat from the core of the integrated starter motor 11. The lubricating oil thrown out from the small hole is quickly mixed into the main lubricating oil body under the agitation of the gears in the main reducer, and heat dissipation is completed by the heat exchanger.

[0024] Within a certain period of time, the starter motor is used for "stall heating" or "low-speed rotation heating". The heat is transferred to the lubricating oil and the cylinder block of the fuel engine 1 through the hollow starter motor main shaft 14 and the housing, which can solve the problem of starting the fuel engine 1 in extremely low temperature environments.

[0025] in addition, Figures 3-4 The implementation of the power management subsystem is shown, including: a fuel-powered engine 1, an integrated starter-generator motor 11, a main reducer 13, a power battery pack 9, two motors I that drive the tiltrotor (motor I is located in the corresponding power compartment 12), a motor II that cooperates with the tail rotor (motor I is located near the ends of each side of the wing, and motor II is located at the end of the tail boom), and corresponding electrical management components. The housing 10 of the integrated starter motor 11 is mounted and fixed to the fuel engine 1 and the gearbox 12 of the main reducer 13 via flanges on both sides. In practical applications, the main shaft 14 of the integrated starter motor 11 is connected to the output shaft of the fuel engine 1 via a spline. Because the spline locks the speed of the main shaft 14 of the integrated starter motor 1 of the fuel engine 1, the original flywheel of the fuel engine 1 is eliminated, and the rotor 15 of the integrated starter motor 11 is used to replace the flywheel.

[0026] The input spur gear shaft 17 of the main reducer 13 is hollow and engages with the main shaft 14 of the integrated starter-generator motor 11. An overrunning clutch 16 is installed between the main shaft 14 of the integrated starter-generator motor 11 and the input spur gear shaft of the main reducer 13 to ensure that the main rotor will not fail to rotate and slide down due to the need to drive the fuel engine 1 in the event of a malfunction of the fuel engine 1. The driven spur gear 18 for the first-stage reduction and the driving bevel gear 19 for the second-stage reduction in the main reducer 13 are fixed by a key. The driven bevel gear 20 for the second-stage reduction and the gearbox cover 21 also serve as mounting seats for two bearings. The main rotor starter-generator motor main shaft 22 is fixed to the driven bevel gear 20 by bolts. The inner wall of the starter-generator motor main shaft 14 is fixed to a mechanical pump 23 by a threaded connection.

[0027] In practical applications, the main shaft 14 of the integrated starter motor not only transmits torsional motion but also plays a role in heat transfer. One side of the main shaft 14 is connected to the output shaft of the fuel engine 1 via a spline, and the other side protrudes into the main reducer 13 and is nested in the input shaft of the main reducer 13. Then, through an overrunning clutch 16, torque is transmitted to the input shaft of the main reducer 13. The main reducer 13 contains spur gear reduction and bevel gear reversal and reduction, and finally the output shaft of the main reducer 13 serves as the main rotor shaft 20 of the helicopter, completing the complete transmission of torque.

[0028] The integrated starter motor 11 is connected to the bidirectional starter controller via a built-in high-voltage three-phase power cable, and then to the helicopter's high-voltage DC bus. The power battery pack 9 is connected to the helicopter's high-voltage bus after being connected to an integrated battery management module that includes a bidirectional DC / DC converter and a battery management system (BMS). Similarly, the power motors I and II are each connected to a multi-channel electric drive controller, and then to the helicopter's high-voltage bus via the multi-channel electric drive controller.

[0029] The helicopter power controller controls the "bidirectional DC / DC+BMS" to manage battery charging and discharging through command I, controls the bidirectional launch controller to manage the power generation or output power of the launch motor 11 through command II, and controls the multi-channel electric drive controller to control the operation of the left tilt rotor motor, right tilt rotor motor and tail rotor motor through command III.

[0030] Furthermore, in practical applications, changing the two tilting rotors to fixed-direction thrust propellers or changing the electric tail rotor to a mechanical tail rotor does not affect the main part of the invention and can be achieved through simple modifications.

[0031] Furthermore, the power management subsystem of the present invention can improve the payload capacity of the compound helicopter during operation because: Helicopters consume the most power during takeoff and less during forward flight. Therefore, in this design, the onboard battery pack powers the integrated launch motor during takeoff, thereby increasing takeoff weight. During forward flight, the integrated launch motor generates electricity to power the tail rotor motor, left tilt rotor motor, and right tilt rotor motor, while simultaneously charging the battery pack. The specific process is as follows: First, the integrated starter motor starts the combustion engine. Then, the integrated starter motor switches to generating electricity, fully charging the battery pack.

[0032] Secondly, the takeoff process begins. The integrated starter motor uses the power of the battery pack to drive the main rotor along with the fuel engine (depending on power optimization needs, the power battery pack can also power the tilt rotors to increase takeoff weight). The tail rotor motor also uses the power of the battery pack to achieve vertical takeoff of the helicopter. Afterward, the helicopter can gradually enter forward flight by manipulating the main rotor disk to tilt forward or tilting the tilt rotors. Finally, by changing the tilt rotors to fully forward thrust rotors, the helicopter can be in high-speed forward flight.

[0033] Secondly, once the helicopter enters the forward flight phase, the main rotor will reduce power consumption due to its inherent characteristics, while the fixed wings on both sides of the fuselage provide some lift, further reducing the power required by the helicopter. At this time, the integrated generator can be used to charge the power battery pack. In this way, the helicopter can achieve short-term hovering when needed, or long-term hovering after fuel consumption reaches a certain level.

[0034] Therefore, after being equipped with the hybrid power management subsystem of the present invention, the composite helicopter platform has advantages such as strong payload capacity, high forward speed, and long flight time, as well as many advantages such as simple structure, high reliability, easy low-temperature start-up, and strong mission power supply capability, thereby greatly improving its competitiveness.

[0035] The above solution is merely an illustration of a preferred example and is not limited thereto. When implementing this invention, appropriate substitutions and / or modifications can be made according to the user's needs.

[0036] The number of devices and processing scale described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the invention will be readily apparent to those skilled in the art.

[0037] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. A composite helicopter management system with tilt rotors, characterized in that, The management system includes: a power management subsystem, and the power management subsystem includes: Internal combustion engine; An integrated starter motor installed on a fuel engine, with its main shaft connected to the output shaft of the fuel engine; A main reducer is connected in series after the starter-generator integrated motor and is connected to the main shaft of the starter-generator integrated motor via an overrunning clutch. The output end of the main reducer drives the main rotor to rotate. Motor I, which works in conjunction with each tilt rotor; Motor II, which works in conjunction with the tail rotor; The high-voltage three-phase power cable built into the integrated starter motor is connected to the high-voltage DC bus of the helicopter through a bidirectional starter controller. The high-voltage DC bus is also connected to a battery management module that includes a power battery pack. Each motor is connected to the high-voltage DC bus through a corresponding multi-channel electric drive controller.

2. The compound helicopter management system with tilt rotor as described in claim 1, characterized in that, The battery management module also integrates a bidirectional DC / DC converter and a BMS battery management system. The helicopter's controller switches the charging and discharging states of the power battery pack through the battery management module, adjusts the power generation or output power of the integrated starter motor, and regulates the operating states of each motor.

3. The compound helicopter management system with tilt rotor as described in claim 1, characterized in that, The main reducer includes: The input spur gear shaft is hollow inside and fits into the main shaft of the integrated starter motor. Driven spur gear used to achieve first-stage speed reduction; The driving bevel gear used to achieve two-stage speed reduction; A driven bevel gear that works in conjunction with the driving bevel gear to achieve two-stage speed reduction; The driven spur gear and the driving bevel gear are fixed together by a key. The overrunning clutch is installed between the main shaft of the integrated generator motor and the input spur gear shaft. The main shaft of the integrated generator motor is fixedly connected to the driven bevel gear by bolts.

4. The composite helicopter management system with tilt rotor as described in claim 1, characterized in that, The management system further includes a thermal management subsystem, and the thermal management subsystem includes: A water pump integrated into a fuel engine; A water-cooled radiator connected to the high-temperature coolant output of a fuel engine; A heat exchanger fixed inside the main reducer and immersed in the main reducer's lubricating oil; Fans designed for use with water cooling; The input side of the heat exchanger is connected to the output end of the water-cooled radiator, and the output side of the heat exchanger is connected to the coolant inlet of the fuel engine via a water pump. The water-cooled radiator is installed at the front end of the main rotor shaft and located on the upper part of the fuselage; The fan is installed behind the water-cooled radiator.

5. The composite helicopter management system with tilt rotor as described in claim 4, characterized in that, The main shaft of the integrated starter motor is hollow inside, but it is sealed on the side connected to the engine. The main shaft of the integrated starter motor is inserted into the main reducer, with one end immersed in lubricating oil, and a mechanical pump is installed at the end to press the lubricating oil of the main reducer into the hollow main shaft of the integrated starter motor. The hollow starter motor has a small hole on its main shaft that allows lubricating oil to be thrown out.

6. A composite helicopter management method, comprising a composite helicopter management system for tiltrotor helicopters as described in any one of claims 1-5, characterized in that, The management method includes a power management method, and the content of the power management method is as follows: during the preparation stage, after the starter-generator motor starts the fuel engine, during the engine warm-up stage, the power generation function of the starter-generator motor is used to charge the power battery pack, so as to replenish the power consumed during startup. During takeoff, the onboard power battery pack supplies power to the integrated launch motor and / or motor I and motor II. The integrated launch motor, together with the fuel engine, drives the main rotor, and motor II drives the tail rotor to complete the vertical takeoff of the helicopter. During the forward flight phase, the fixed wings on both sides of the fuselage reduce the helicopter's required power while providing some lift. Therefore, the generator function of the integrated starter motor is used to power motor I and motor II, and at the same time charge the power battery pack.

7. The composite helicopter management method as described in claim 6, characterized in that, In the power management method, the charging and discharging of the power battery pack are both achieved by the helicopter power controller controlling the working state of the bidirectional DC / DC converter and the BMS battery management system through command I; The switching of the generator's power generation state or the adjustment of its output power are both achieved by the helicopter's power controller controlling the working state of the bidirectional generator controller through command II. The switching of the operating status of each motor is achieved by the helicopter power controller controlling the operating status of the multi-channel electric drive controller through command III.

8. The composite helicopter management method as described in claim 6, characterized in that, The management method also includes a thermal management method, which uses the cooling system of the fuel engine to dissipate heat from the main reducer and the starter motor, and uses the powerful scouring of the fan to further dissipate heat from the starter motor. Among them, the high-temperature coolant of the fuel engine is transported through the pipeline to the water-cooled radiator, and is connected to the fuel engine water pump through the heat exchanger. The cooled coolant is pumped into the coolant inlet of the fuel engine to complete the cooling cycle for the main reducer and the starter motor. During the cooling cycle, the fan's suction function draws in cool air from outside the machine body through the water-cooled radiator, simultaneously cooling the coolant inside the radiator. At the same time, the air is accelerated by the fan and blown towards the outer wall of the main reducer and the starter motor, further cooling the motor. The main shaft of the integrated starter motor, which is inserted into the main reducer, is immersed in lubricating oil. Under the action of the end mechanical pump, the lubricating oil of the main reducer is forced into the hollow part of the main shaft of the integrated starter motor. The forced lubricating oil is thrown out through the small hole under the action of centrifugal force, which carries away the heat inside the core of the integrated starter motor. The lubricating oil thrown out through the small hole is quickly mixed into the main body of lubricating oil under the agitation of the gears, and heat dissipation is completed through the heat exchanger.

9. The composite helicopter management method as described in claim 8, characterized in that, In the aforementioned thermal management method, when starting the engine in an extremely low temperature environment, the starter-generator integrated motor utilizes stall heating or low-speed rotation heating to transfer heat to the lubricating oil and engine cylinder through the hollow shaft and outer casing, thus completing the preheating for starting in a low temperature environment.

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