A method and apparatus for continuous power control of a range extender suitable for use in an aircraft

Abstract

This invention discloses a continuous power control method and apparatus for range extenders applicable to aircraft. The method includes: acquiring real-time monitoring data of the aircraft; performing state switching according to preset aviation safety level migration conditions based on the current state of the range extender and the aircraft's monitoring data; when the range extender is in power control mode, executing the following control steps based on any target power request within the range of 0 to the limit power sent by the flight control system: continuously calculating the system target speed and engine target torque based on the target power request; controlling the generator to operate in speed control mode to maintain the system target speed; and controlling the engine to operate in torque control mode to output the engine target torque. This invention achieves continuous power output from 0 to the limit power through refined, aircraft-specific operational state management, without the need for preset discrete power generation conditions.

Description

Technical Field

[0001] This invention relates to the field of electric vertical take-off and landing (eVTOL) technology, and in particular to a method and apparatus for continuous power control of range extenders for aircraft. Background Technology

[0002] Electric vertical take-off and landing (eVTOL) aircraft represent an important development direction for urban air mobility. Their flight profile exhibits significant power requirements: high power output is needed during vertical take-off and landing to overcome gravity, while relatively low power is required to maintain flight during level flight and cruise.

[0003] Current battery technology and energy density still have significant limitations. If relying entirely on battery power, large-capacity batteries must be used to meet the high power demands of vertical takeoff and landing (eVTOL), leading to a substantial increase in overall weight and cost. Furthermore, limited by battery energy density, even with large-capacity batteries, long-duration flight is still impossible, severely hindering the practicality and commercialization of eVTOL aircraft. Purely electric solutions relying solely on batteries cannot meet the actual needs of aviation applications in terms of energy density and range.

[0004] To overcome the aforementioned limitations, current electric vertical takeoff and landing (eVTOL) aircraft mostly adopt a hybrid power architecture that uses batteries and range extenders for coordinated power supply: the battery provides short-term high-power output to meet the peak power requirements of vertical takeoff and landing; the range extender provides long-term, relatively low-power continuous output to meet the long-duration endurance requirements during the cruise phase. This division of labor effectively addresses the range bottleneck caused by insufficient battery energy density while maintaining flight performance, achieving a balance between system weight, cost, and range.

[0005] As a continuous power source in a hybrid power architecture where the battery and range extender work together to supply power, the control performance of the range extender directly affects flight safety and mission completion quality. However, existing range extender control technologies are mainly designed for automotive applications; therefore, there is an urgent need for a range extender control method suitable for aircraft. Summary of the Invention

[0006] In view of the above problems, the present invention is proposed to provide a method and apparatus for continuous power control of an aircraft range extender that overcomes or at least partially solves the above problems.

[0007] One embodiment of the present invention provides a continuous power control method for a range extender suitable for aircraft, wherein the operating state set of the range extender includes: standby state, ready state, start-up state, idling state, power control state, stop preparation state, and stop state; the method includes: The monitoring data of the aircraft is acquired in real time, including flight control commands, engine status, generator status, aviation-grade fault level information, and timer data. Based on the current status of the range extender and the monitoring data of the aircraft, a state switch is performed according to preset aviation safety level migration conditions; When the range extender is in power control mode, based on any target power request within the range of 0 to the limit power sent by the flight control system, the following control steps are executed to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

[0008] Optionally, the step of continuously calculating the system target speed and engine target torque based on the target power request includes: Based on the target power request, the feedforward mechanical power is calculated by interpolation using an electrical power-mechanical power mapping table; The generator's real-time power is obtained, and the power error between it and the target power request is calculated. The feedback correction amount is then output through the PI controller. The target mechanical power is obtained by superimposing the feedforward mechanical power and the feedback correction amount and then performing saturation processing. Based on the target mechanical power, the system target speed and engine target torque are calculated using a pre-calibrated mechanical power-optimal speed / torque mapping table.

[0009] Optionally, the method further includes: When the voltage or current signal used to calculate the real-time electrical power is abnormal, the real-time torque and speed of the engine are obtained, the real-time mechanical power is calculated, and then the real-time electrical power is indirectly obtained through the mechanical power-electric power mapping table.

[0010] Optionally, the conditions for transitioning from the startup state to the power control state include: The engine is now running, and the generator is in speed control mode. The generator torque was detected to change from positive to negative, completing the reverse drag. The timer has exceeded the first preset threshold; The target power request sent by the flight control system is greater than zero.

[0011] Optionally, the conditions for transitioning from power control state to idle state include: If the target power request of the flight control system is lower than the first power threshold, and the actual power output of the generator is lower than the second power threshold, and the above conditions continue to exceed the third preset threshold, a hysteresis mechanism is introduced to prevent frequent state transitions.

[0012] Optionally, the conditions for transitioning from the power control state to the shutdown preparation state include: Received a landing shutdown command from the flight control system; After entering the shutdown preparation state, the system maintains low-load operation for at least a preset cooling time before being allowed to transition to the shutdown state.

[0013] Optionally, it also includes an aviation-grade fault linkage mechanism, specifically including: When an aviation-grade Level 3 fault is detected, if the current state is not a standby state or a ready state, it will be directly forced to transition to a stopped state. When an aviation-grade level 2 fault is detected, maintain the current state, but reduce the maximum output power in power control mode by a preset ratio; When the generator speed is detected to be higher than the safety threshold and the output power is lower than the power threshold for a duration exceeding the second preset threshold, it is determined that the load is lost and the system is forced to switch to the shutdown state.

[0014] Another embodiment of the present invention provides a continuous power control device for a range extender suitable for aircraft, wherein the operating state set of the range extender includes: standby state, ready state, start-up state, idling state, power control state, stop preparation state, and stop state; the device includes: The monitoring data acquisition unit is used to acquire the monitoring data of the aircraft in real time. The monitoring data includes flight control commands, engine status, generator status, aviation-grade fault level information, and timer data. The state transition unit is used to perform state switching according to the current state of the range extender and the monitoring data of the aircraft, and according to preset aviation safety level transition conditions. A continuous power adjustment unit is used to, when the range extender is in power control mode, execute the following control steps based on any target power request within the range of 0 to the limit power sent by the flight control system, to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

[0015] Optionally, the step of continuously calculating the system target speed and engine target torque based on the target power request includes: Based on the target power request, the feedforward mechanical power is calculated by interpolation using an electrical power-mechanical power mapping table; The generator's real-time power is obtained, and the power error between it and the target power request is calculated. The feedback correction amount is then output through the PI controller. The target mechanical power is obtained by superimposing the feedforward mechanical power and the feedback correction amount and then performing saturation processing. Based on the target mechanical power, the system target speed and engine target torque are calculated using a pre-calibrated mechanical power-optimal speed / torque mapping table.

[0016] Optionally, the device further includes: A redundant signal processing unit is used to acquire the engine's real-time torque and speed when the voltage or current signal used to calculate the real-time electrical power is abnormal, calculate the real-time mechanical power, and then indirectly obtain the real-time electrical power through a mechanical power-electric power mapping table.

[0017] Optionally, the conditions for transitioning from the startup state to the power control state include: The engine is now running, and the generator is in speed control mode. The generator torque was detected to change from positive to negative, completing the reverse drag. The timer has exceeded the first preset threshold; The target power request sent by the flight control system is greater than zero.

[0018] Optionally, the conditions for transitioning from power control state to idle state include: If the target power request of the flight control system is lower than the first power threshold, and the actual power output of the generator is lower than the second power threshold, and the above conditions continue to exceed the third preset threshold, a hysteresis mechanism is introduced to prevent frequent state transitions.

[0019] Optionally, the conditions for transitioning from the power control state to the shutdown preparation state include: Received a landing shutdown command from the flight control system; After entering the shutdown preparation state, the system maintains low-load operation for at least a preset cooling time before being allowed to transition to the shutdown state.

[0020] Optionally, it also includes an aviation-grade fault linkage mechanism, specifically including: When an aviation-grade Level 3 fault is detected, if the current state is not a standby state or a ready state, it will be directly forced to transition to a stopped state. When an aviation-grade level 2 fault is detected, maintain the current state, but reduce the maximum output power in power control mode by a preset ratio; When the generator speed is detected to be higher than the safety threshold and the output power is lower than the power threshold for a duration exceeding the second preset threshold, it is determined that the load is lost and the system is forced to switch to the shutdown state.

[0021] Another embodiment of the present invention provides an electronic device, wherein the electronic device includes: Processor; and, A memory is configured to store computer-executable instructions, which, when executed, cause the processor to perform the aforementioned range extender continuous power control method applicable to aircraft.

[0022] Another embodiment of the present invention provides a computer-readable storage medium storing one or more programs that, when executed by a processor, implement the above-described continuous power control method for range extenders applicable to aircraft.

[0023] The beneficial effects of this invention are that, through refined operational status management applicable to aircraft, it not only meets the long-endurance requirements of electric vertical takeoff and landing (eVTOL) aircraft, but also, under power control conditions, achieves continuous power output from 0 to the limit power through a coordinated strategy of "generator speed control + engine torque control", without the need to preset discrete power generation conditions.

[0024] Furthermore, this invention employs a feedforward + feedback calculation closed-loop control, resulting in smooth power response and high accuracy. It also implements redundant signal processing, enabling power estimation even in the event of sensor failure, ensuring continuous system operation. Additionally, this invention provides state transition delay confirmation and hysteresis mechanisms to effectively prevent frequent state jumps caused by signal jitter and critical fluctuations.

[0025] This invention also achieves direct linkage between state transition and aviation-grade fault levels, realizing aviation-grade high safety. Level 3 faults can bypass the normal process and directly shut down the machine; load loss is independently judged to prevent in-flight accidents; and mechanisms such as start-up delay confirmation and shutdown cooling time ensure the reliability of state switching and equipment lifespan.

[0026] This invention employs a continuous power adjustment method, which can be adapted to range extenders of different power levels; the state machine architecture is scalable, and new operating states can be added according to the needs of aviation applications. Attached Figure Description

[0027] Figure 1This is a flowchart of a continuous power control method for a range extender applicable to an aircraft, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of a continuous power control device for an aircraft range extender according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a computer-readable storage medium according to an embodiment of the present invention. Detailed Implementation

[0028] Existing range extender control technologies are mainly designed for automotive applications and have the following shortcomings: 1. Lack of aviation-grade status management: Existing technologies do not fully consider the special status requirements of flight missions (such as the "ready" status for pre-flight system self-checks, the "stop ready" status for post-landing cooling, etc.), and lack a linkage mechanism with aviation-grade fault levels.

[0029] 2. Limited power regulation capability: Vehicle range extenders typically have several preset discrete power generation conditions (such as low-load power generation, economical power generation, and rated power generation), which makes it difficult to meet the continuous and smooth power regulation requirements of electric vertical takeoff and landing (eVTOL) aircraft during flight (such as fine-tuning power according to flight status during cruise). Existing vehicle range extender control methods select discrete engine speed points, meaning engine fuel consumption cannot reach its optimal operating state at every power demand point. Furthermore, once the demanded power exceeds the maximum power range corresponding to the current speed, a significant shift in the range extender's operating point occurs, leading to increased noise and vibration.

[0030] 3. Insufficient safety level: After a vehicle range extender fails, it can enter limp mode or stop and wait for rescue. However, aircraft range extenders are required to maintain controllable operation after a failure and achieve safe landing if necessary. The safety requirements for fault diagnosis, redundancy fault tolerance and state transition are much higher than those for vehicle scenarios.

[0031] To address the shortcomings of existing technologies, such as the lack of aviation-grade status management, limited power regulation capabilities, and insufficient safety levels, this invention proposes a continuous power control method for range extenders suitable for aircraft. To make the objectives, technical solutions, and advantages of this invention clearer, the embodiments of this invention will be described in further detail below with reference to the accompanying drawings.

[0032] Figure 1 This is a flowchart of a continuous power control method for a range extender applicable to an aircraft, according to an embodiment of the present invention. The operating state set of the range extender includes: standby state, ready state, start-up state, idling state, power control state, stop preparation state, and stop state.

[0033] In practical applications, the operating status of the range extender also includes: test mode status.

[0034] The definitions of each operating state are as follows: like Figure 1 As shown, the method includes: S101: Acquire real-time monitoring data of the aircraft, including flight control commands, engine status, generator status, aviation-grade fault level information, and timer data; S102: Based on the current state of the range extender and the monitoring data of the aircraft, perform a state switch according to the preset aviation safety level migration conditions; S103: When the range extender is in power control mode, based on any target power request within the range of 0 to the limit power sent by the flight control system, the following control steps are executed to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

[0035] The continuous power control method for range extenders applicable to aircraft in this invention not only meets the long-endurance requirements of electric vertical takeoff and landing (eVTOL) aircraft through refined operational status management suitable for aircraft, but also achieves continuous power output from 0 to the limit power through a coordinated strategy of "generator speed control + engine torque control" under power control conditions, without the need to preset discrete power generation conditions.

[0036] In an optional embodiment of the present invention, the step of continuously calculating the system target speed and engine target torque based on the target power request includes: Based on the target power request, the feedforward mechanical power is calculated by interpolation using an electrical power-mechanical power mapping table; The generator's real-time power is obtained, and the power error between it and the target power request is calculated. The feedback correction amount is then output through the PI controller. The target mechanical power is obtained by superimposing the feedforward mechanical power and the feedback correction amount and then performing saturation processing. Based on the target mechanical power, the system target speed and engine target torque are calculated using a pre-calibrated mechanical power-optimal speed / torque mapping table.

[0037] In this embodiment of the invention, the range extender, under power control, does not preset discrete power generation conditions. Instead, it continuously adjusts the speed of the system and the torque of the engine based on the real-time power request (0 to the limit power) of the flight control system through feedforward lookup table + PI feedback control. The output power can be arbitrarily set and continuously varied between 0 and the limit power to meet the power requirements of different flight phases such as hovering, climb, cruise, and descent, with smooth power response and high precision. Especially during the cruise phase, it can precisely output the required small power, realizing power synergy between the battery and the range extender. The continuous power output of the range extender compensates for the range limitation caused by insufficient battery energy density.

[0038] Furthermore, the method also includes: When the voltage or current signal used to calculate the real-time electrical power is abnormal, the real-time torque and speed of the engine are obtained, the real-time mechanical power is calculated, and then the real-time electrical power is indirectly obtained through the mechanical power-electric power mapping table.

[0039] It is understood that the embodiments of the present invention also implement redundant signal processing, which can still estimate power when the sensor fails, ensuring the continuous operation of the system.

[0040] Specifically, the conditions for transitioning from the startup state to the power control state include: The engine is now running, and the generator is in speed control mode. The generator torque was detected to change from positive to negative, completing the reverse drag. The timer has exceeded the first preset threshold; The target power request sent by the flight control system is greater than zero.

[0041] In practical applications, the first preset threshold can be 0.5s-0.8s.

[0042] Specifically, the conditions for transitioning from power control mode to idle mode include: If the target power request of the flight control system is lower than the first power threshold, and the actual power output of the generator is lower than the second power threshold, and the above conditions continue to exceed the third preset threshold, a hysteresis mechanism is introduced to prevent frequent state transitions.

[0043] The third preset threshold can be 0.1s-0.5s.

[0044] It is understood that embodiments of the present invention also provide state transition delay confirmation, hysteresis mechanism, etc., to effectively prevent frequent state jumps caused by signal jitter and critical fluctuations.

[0045] Specifically, the conditions for transitioning from the power control state to the shutdown preparation state include: Received a landing shutdown command from the flight control system; After entering the shutdown preparation state, the system maintains low-load operation for at least a preset cooling time (e.g., 2 minutes) before being allowed to transition to the shutdown state (ensuring the engine is fully cooled before entering the shutdown state).

[0046] Preferably, it also includes an aviation-grade fault linkage mechanism, specifically including: When an aviation-grade Level 3 fault is detected, if the current state is not a standby state or a ready state, it will be directly forced to transition to a stopped state. When an aviation-grade level 2 fault is detected, maintain the current state, but reduce the maximum output power in power control mode by a preset ratio; When the generator speed is detected to be higher than the safety threshold and the output power is lower than the power threshold for a duration exceeding the second preset threshold, it is determined that the load is lost and the system is forced to switch to the shutdown state.

[0047] Understandably, an aviation-grade Level 3 fault represents a critical fault. In states other than standby and ready, it forces a direct transition to a shutdown state, bypassing normal shutdown procedures to ensure aircraft safety. An aviation-grade Level 2 fault represents a power limitation fault. The current state is maintained, but the maximum output power under power control is reduced by a preset percentage, for example, limiting the maximum input power to 40% of the rated power, ensuring the aircraft can safely return or land. An aviation-grade Level 1 fault represents a warning. It only records the fault code and does not interfere with the state transition, maintaining flight mission continuity. Simultaneously, it reports the status to the flight control system, which makes a comprehensive decision based on remaining energy, remaining range, and aircraft altitude.

[0048] When the rotational speed is higher than the safety threshold (e.g., 4500 rpm) and the output power is lower than the power threshold (e.g., 2 kW) for a duration exceeding the second preset threshold (e.g., 0.5 s), it is determined that the load is lost and the machine is forced to switch to a shutdown state to prevent the machine from running in mid-air.

[0049] It is understood that the aviation safety level migration conditions in this embodiment of the invention specifically include: • Standby → Ready: Engine ready, generator ready, migration when there are no aviation-grade faults.

[0050] Ready → Standby: If the engine is not ready, the generator is not ready, or there is an aviation-grade malfunction, migration will occur if one or more of the above three conditions are met. • Ready → Start-up: Migration occurs upon receiving take-off instructions or ground test instructions from the flight control system.

[0051] Start-up → Idle / Power Control: Once the engine is running, the generator speed is controlled, and the torque is reversed, confirmation is achieved via a timer delay (>0.5s). If there is no power request, it enters idling mode (used for ground waiting or descent). If there is a power request, it will directly enter the power control state to achieve continuous adjustment of any power.

[0052] • Power control → Idle speed: Migration occurs when the power request is below the threshold and the actual power generation is below the threshold for a continuous period of time (e.g., 0.1-0.5s); a hysteresis mechanism is introduced to prevent frequent state transitions caused by power command fluctuations during flight.

[0053] • Idle speed → Power control: Migration occurs when the power request exceeds the threshold and the idling time exceeds a set time (e.g., 2 seconds). • Power control → Shutdown preparation → Shutdown: When a shutdown command is received, the system will transition to shutdown preparation. Set a cooling time (e.g., 2 minutes) to ensure that the engine's hot components are fully cooled before relocation and shutdown, thereby improving aerospace-grade reliability.

[0054] • Idle speed → Shutdown: Migration occurs upon receiving a shutdown command. No power is generated during idling; cooling is not required by default, and the unit can be shut down directly, saving shutdown time.

[0055] The technical effects of the embodiments of the present invention include: 1. Continuous power regulation capability from 0 to limit: In power control mode, it can achieve continuous power output from 0 to the limit power without the need to preset discrete power generation conditions; it adopts feedforward + PI feedback closed-loop control, with smooth power response and high accuracy; it is perfectly adapted to the power demand characteristics of eVTOL: the battery provides high power during vertical take-off and landing, and the range extender does not participate in peak output; during cruise, the range extender continuously outputs the required low power, and the battery only serves as a supplement or energy management.

[0056] 2. Long battery life: By providing continuous power output through the range extender, the current insufficient battery energy density can compensate for the short range; while maintaining flight performance, it can achieve a balance between system weight, cost and range, thus promoting the practical application of eVTOL.

[0057] 3. Aviation-grade safety: State transition is directly linked to aviation-grade fault levels, allowing for direct shutdown of Level 3 faults by bypassing normal procedures; load loss is independently assessed to prevent mid-air crashes; mechanisms such as start-up delay confirmation and shutdown cooling time ensure the reliability of state transitions and equipment lifespan.

[0058] 4. High reliability: Introducing state transition delay confirmation and hysteresis mechanisms effectively prevents frequent state jumps caused by signal jitter and critical fluctuations; redundant signal processing allows power estimation even when sensors fail, ensuring continuous system operation; the test mode is independent of the normal operating state, facilitating ground maintenance and is automatically disabled during flight.

[0059] 5. Highly adaptable: The power control adopts a continuous adjustment method, which can be adapted to range extenders of different power levels; the state machine architecture is scalable and can add new operating states according to the needs of aviation applications.

[0060] Figure 2 This is a schematic diagram of the structure of a continuous power control device for an aircraft range extender according to an embodiment of the present invention. The operating state set of the range extender includes: standby state, ready state, start-up state, idling state, power control state, stop preparation state, and stop state. Figure 2 As shown, the device includes: The monitoring data acquisition unit 201 is used to acquire the monitoring data of the aircraft in real time. The monitoring data includes flight control commands, engine status, generator status, aviation-grade fault level information, and timer data. The state transition unit 202 is used to perform state switching according to the current state of the range extender and the monitoring data of the aircraft, and according to preset aviation safety level transition conditions. The power continuous adjustment unit 203 is used to, when the range extender is in power control state, execute the following control steps according to any target power request within the range of 0 to the limit power sent by the flight control system, to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

[0061] The continuous power control device for range extenders applicable to aircraft in this embodiment of the invention, through refined operational status management suitable for aircraft, not only meets the long endurance requirements of electric vertical takeoff and landing aircraft (eVTOL), but also achieves continuous power output from 0 to the limit power through a coordinated strategy of "generator speed control + engine torque control" under power control conditions, without the need to preset discrete power generation conditions.

[0062] In an optional embodiment of the present invention, the step of continuously calculating the system target speed and engine target torque based on the target power request includes: Based on the target power request, the feedforward mechanical power is calculated by interpolation using an electrical power-mechanical power mapping table; The generator's real-time power is obtained, and the power error between it and the target power request is calculated. The feedback correction amount is then output through the PI controller. The target mechanical power is obtained by superimposing the feedforward mechanical power and the feedback correction amount and then performing saturation processing. Based on the target mechanical power, the system target speed and engine target torque are calculated using a pre-calibrated mechanical power-optimal speed / torque mapping table.

[0063] Furthermore, the device also includes: A redundant signal processing unit is used to acquire the engine's real-time torque and speed when the voltage or current signal used to calculate the real-time electrical power is abnormal, calculate the real-time mechanical power, and then indirectly obtain the real-time electrical power through a mechanical power-electric power mapping table.

[0064] Specifically, the conditions for transitioning from the startup state to the power control state include: The engine is now running, and the generator is in speed control mode. The generator torque was detected to change from positive to negative, completing the reverse drag. The timer has exceeded the first preset threshold; The target power request sent by the flight control system is greater than zero.

[0065] Specifically, the conditions for transitioning from power control mode to idle mode include: If the target power request of the flight control system is lower than the first power threshold, and the actual power output of the generator is lower than the second power threshold, and the above conditions continue to exceed the third preset threshold, a hysteresis mechanism is introduced to prevent frequent state transitions.

[0066] Specifically, the conditions for transitioning from the power control state to the shutdown preparation state include: Received a landing shutdown command from the flight control system; After entering the shutdown preparation state, the system maintains low-load operation for at least a preset cooling time before being allowed to transition to the shutdown state.

[0067] Preferably, it also includes an aviation-grade fault linkage mechanism, specifically including: When an aviation-grade Level 3 fault is detected, if the current state is not a standby state or a ready state, it will be directly forced to transition to a stopped state. When an aviation-grade level 2 fault is detected, maintain the current state, but reduce the maximum output power in power control mode by a preset ratio; When the generator speed is detected to be higher than the safety threshold and the output power is lower than the power threshold for a duration exceeding the second preset threshold, it is determined that the load is lost and the system is forced to switch to the shutdown state.

[0068] It should be noted that the range extender continuous power control devices applicable to aircraft in the above embodiments can be used to execute the methods in the aforementioned embodiments, and therefore will not be described in detail one by one.

[0069] It should be noted that: Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0070] Similarly, it should be understood that, in order to simplify the invention and aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0071] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of the invention and form different embodiments.

[0072] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some or all of the components in the device for detecting the wearing status of an electronic device according to embodiments of the present invention. The present invention can also be implemented as a device or apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such programs implementing the present invention can be stored on a computer-readable medium or can take the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0073] For example, Figure 3 A schematic diagram of an electronic device according to an embodiment of the present invention is shown. The electronic device conventionally includes a processor 31 and a memory 32 arranged to store computer-executable instructions (program code). The memory 32 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Figure 1 Storage space 33 for program code 34 of any method steps shown and in any of the embodiments. For example, storage space 33 for storing program code may include various program codes 34 for implementing the various steps in the methods above. This program code can be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, CDs, memory cards, or floppy disks. Such computer program products are typically, for example, Figure 4 The aforementioned computer-readable storage medium. This computer-readable storage medium may have the same characteristics as... Figure 3 The memory 32 in the electronic device is similarly arranged as a storage segment, storage space, etc. The program code can be compressed, for example, in a suitable form. Typically, the storage space stores program code 41 for performing the method steps according to the invention, that is, program code that can be read by a processor 31, which, when run by the electronic device, causes the electronic device to perform the various steps of the method described above.

[0074] The above description is merely a specific embodiment of the present invention. Under the teachings of the present invention, those skilled in the art can make other improvements or modifications based on the above embodiments. Those skilled in the art should understand that the above specific description is only to better explain the purpose of the present invention, and the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A continuous power control method for range extenders applicable to aircraft, characterized in that, The range extender's operating state set includes: standby state, ready state, start-up state, idle state, power control state, shutdown preparation state, and shutdown state; the method includes: The monitoring data of the aircraft is acquired in real time, including flight control commands, engine status, generator status, aviation-grade fault level information, and timer data. Based on the current status of the range extender and the monitoring data of the aircraft, a state switch is performed according to preset aviation safety level migration conditions; When the range extender is in power control mode, based on any target power request within the range of 0 to the limit power sent by the flight control system, the following control steps are executed to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

2. The continuous power control method for range extenders applicable to aircraft according to claim 1, characterized in that, The step of continuously calculating the system target speed and engine target torque based on the target power request includes: Based on the target power request, the feedforward mechanical power is calculated by interpolation using an electrical power-mechanical power mapping table; The generator's real-time power is obtained, and the power error between it and the target power request is calculated. The feedback correction amount is then output through the PI controller. The target mechanical power is obtained by superimposing the feedforward mechanical power and the feedback correction amount and then performing saturation processing. Based on the target mechanical power, the system target speed and engine target torque are calculated using a pre-calibrated mechanical power-optimal speed / torque mapping table.

3. The continuous power control method for range extenders applicable to aircraft according to claim 2, characterized in that, The method further includes: When the voltage or current signal used to calculate the real-time electrical power is abnormal, the real-time torque and speed of the engine are obtained, the real-time mechanical power is calculated, and then the real-time electrical power is indirectly obtained through the mechanical power-electric power mapping table.

4. The continuous power control method for range extenders applicable to aircraft according to claim 1, characterized in that, The conditions for transitioning from the startup state to the power control state include: The engine is now running, and the generator is in speed control mode. The generator torque was detected to change from positive to negative, completing the reverse drag. The timer has exceeded the first preset threshold; The target power request sent by the flight control system is greater than zero.

5. The continuous power control method for range extenders applicable to aircraft according to claim 1, characterized in that, The conditions for transitioning from power control mode to idle mode include: If the target power request of the flight control system is lower than the first power threshold, and the actual power output of the generator is lower than the second power threshold, and the above conditions continue to exceed the third preset threshold, a hysteresis mechanism is introduced to prevent frequent state transitions.

6. The continuous power control method for range extenders applicable to aircraft according to claim 1, characterized in that, The conditions for transitioning from the power control state to the shutdown preparation state include: Received a landing shutdown command from the flight control system; After entering the shutdown preparation state, the system maintains low-load operation for at least a preset cooling time before being allowed to transition to the shutdown state.

7. The continuous power control method for range extenders applicable to aircraft according to claim 1, characterized in that, It also includes an aviation-grade fault linkage mechanism, specifically including: When an aviation-grade Level 3 fault is detected, if the current state is not a standby state or a ready state, it will be directly forced to transition to a stopped state. When an aviation-grade level 2 fault is detected, maintain the current state, but reduce the maximum output power in power control mode by a preset ratio; When the generator speed is detected to be higher than the safety threshold and the output power is lower than the power threshold for a duration exceeding the second preset threshold, it is determined that the load is lost and the system is forced to switch to the shutdown state.

8. A continuous power control device for a range extender suitable for aircraft, characterized in that, The range extender's operating state set includes: standby state, ready state, start-up state, idle state, power control state, shutdown preparation state, and shutdown state; the device includes: The monitoring data acquisition unit is used to acquire the monitoring data of the aircraft in real time. The monitoring data includes flight control commands, engine status, generator status, aviation-grade fault level information, and timer data. The state transition unit is used to perform state switching according to the current state of the range extender and the monitoring data of the aircraft, and according to preset aviation safety level transition conditions. A continuous power adjustment unit is used to, when the range extender is in power control mode, execute the following control steps based on any target power request within the range of 0 to the limit power sent by the flight control system, to achieve continuous power output within the range of 0 to the limit power: Based on the target power request, the system target speed and engine target torque are continuously calculated; The generator is controlled to operate in speed control mode to maintain the target speed of the system; The engine is controlled to operate in torque control mode to output the target engine torque.

9. An electronic device, characterized in that, The electronic device includes: Processor; and, A memory configured to store computer-executable instructions, which, when executed, cause the processor to perform a range extender continuous power control method applicable to an aircraft according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores one or more programs that, when executed by a processor, implement the range extender continuous power control method for an aircraft as described in any one of claims 1-7.

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