An aero-engine integrated hybrid power system

Abstract

This invention discloses an integrated hybrid power system for aircraft propulsion, relating to the field of aviation propulsion system technology. The system includes: an aircraft engine, an integrated permanent magnet synchronous motor, a speed coupling mechanism, a propeller, a battery pack, a power converter, and a motor controller. The engine output shaft is connected to the motor rotor, the motor rotor is connected to the propeller via the coupling mechanism, and the battery pack is electrically connected to the motor stator via the power converter. The motor controller controls the four-quadrant operation of the motor and the state switching of the coupling mechanism. The coupling mechanism has three states: disengaged, slip-out, and engaged. The system switches between start-up, takeoff, cruise, descent, and emergency modes according to the flight phase, performing zero-torque ride-through control during takeoff to cruise. This invention achieves integrated power generation and propulsion, reducing system weight, avoiding multiple energy conversion losses, and improving fuel economy and redundancy safety.

Description

Technical Field

[0001] This invention relates to the field of aviation propulsion system technology, and in particular to an integrated hybrid power system for general aviation aircraft, unmanned aerial vehicles and electric vertical take-off and landing aircraft. Background Technology

[0002] With the development of aviation electric propulsion and hybrid propulsion technologies, propulsion systems that use engines and motors working in tandem can achieve different power distributions during takeoff, climb, cruise, descent, and emergency phases, thereby balancing range, fuel economy, and redundancy safety.

[0003] Existing aviation hybrid power systems are mainly divided into series and parallel architectures. In a series architecture, the engine typically drives a generator to produce electricity, which then drives an electric motor to power the propeller. This architecture is relatively simple to control, but the engine's mechanical energy requires a double conversion between mechanical and electrical energy, resulting in significant energy conversion losses. Furthermore, the system requires independent configurations of the generator, drive motor, and corresponding power electronics, increasing weight, size, and the complexity of high-voltage wiring harnesses. In a parallel architecture, the engine and motor typically work together on the same propulsion shaft, retaining to some extent the high efficiency advantages of direct-drive mechanical systems. However, existing parallel systems often require complex gearboxes, clutches, planetary gears, or multi-axis coupling mechanisms to achieve power convergence and decoupling between the engine, motor, and propeller. In addition, existing technologies generally suffer from functional separation between the generator and drive motor. The generator primarily operates during engine operation, while the drive motor mainly operates during power assist or pure electric operation. Different components are underutilized or even idle during certain flight phases, leading to redundant configurations of motors, controllers, and cooling systems.

[0004] Therefore, there is an urgent need for a lightweight hybrid propulsion system suitable for aviation applications that can reduce the number of motors and energy conversion links while still achieving multiple functions such as engine start-up, electric assist, cruise power generation, descent energy recovery, and emergency electric drive after engine failure, and can smoothly and safely switch between various modes. Summary of the Invention

[0005] The purpose of this invention is to provide an integrated hybrid power system for aircraft engines and drives, so as to solve the problems existing in the prior art.

[0006] To achieve the above objectives, the present invention provides an integrated engine-drive hybrid power system for aircraft, comprising an aircraft engine, an integrated engine-drive permanent magnet synchronous motor, a speed coupling mechanism, a propeller, a battery pack, a power converter, and a motor controller; the output shaft of the aircraft engine is mechanically connected to the rotor of the integrated engine-drive permanent magnet synchronous motor; the rotor of the integrated engine-drive permanent magnet synchronous motor is connected to the propeller through the speed coupling mechanism; the battery pack is electrically connected to the stator winding of the integrated engine-drive permanent magnet synchronous motor through the power converter; both the power converter and the speed coupling mechanism are controlled and connected to the motor controller, which is used to control the four-quadrant operation of the integrated engine-drive permanent magnet synchronous motor and the state switching of the speed coupling mechanism.

[0007] Preferably, it also includes a speed reducer, through which the output shaft of the aero-engine is connected to the rotor of the integrated engine-drive permanent magnet synchronous motor.

[0008] Preferably, the integrated generator-drive permanent magnet synchronous motor has a dual-shaft extension structure, with the first shaft extension end of its rotor connected to the output shaft of the aero-engine and the second shaft extension end connected to the input end of the speed coupling mechanism.

[0009] Preferably, the speed coupling mechanism has at least a disengaged state, a slip state, and an engaged state; in the disengaged state, the power transmission between the generator-drive integrated permanent magnet synchronous motor and the propeller is disconnected; in the slip state, the generator-drive integrated permanent magnet synchronous motor and the propeller transmit power with controllable slip; in the engaged state, the generator-drive integrated permanent magnet synchronous motor and the propeller rotate synchronously.

[0010] Preferably, the motor controller is configured to switch between multiple modes, including at least a start-up mode, a take-off mode, a cruise mode, a descent mode, and an emergency mode, according to the flight phase and system status, and accordingly control the torque output direction of the integrated generator-drive permanent magnet synchronous motor and the working state of the speed coupling mechanism.

[0011] Preferably, when the motor controller switches from takeoff mode to cruise mode, it performs zero torque crossover control: first, the positive assist torque of the generator-drive integrated permanent magnet synchronous motor is reduced to zero at a preset slope and maintained near zero torque for a preset duration, and then the motor torque command is gradually moved into the negative power generation zone.

[0012] Preferably, in the start-up mode, the speed coupling mechanism is disengaged, and the battery pack supplies power to the integrated generator-drive permanent magnet synchronous motor via a power converter to start the aircraft engine; in the take-off mode, the speed coupling mechanism is engaged, and the aircraft engine and the integrated generator-drive permanent magnet synchronous motor jointly output power to drive the propeller; in the cruise mode, the speed coupling mechanism is engaged, the aircraft engine drives the propeller, and the integrated generator-drive permanent magnet synchronous motor switches to power generation mode to charge the battery pack; in the descent mode, the speed coupling mechanism is engaged, and the propeller's rotation drives the integrated generator-drive permanent magnet synchronous motor to generate electricity for energy recovery; in the emergency mode, the speed coupling mechanism is engaged, the integrated generator-drive permanent magnet synchronous motor switches to electric mode and drives the propeller independently.

[0013] Preferably, the system is a single propulsion unit structure and is applied to a single-engine aircraft.

[0014] Preferably, the system is applied to a distributed-powered aircraft with multiple propulsion units. The battery packs of each propulsion unit are electrically connected via a common bus. When the aero-engine of any propulsion unit fails, the corresponding integrated engine-drive permanent magnet synchronous motor is powered by the common bus and switches to emergency mode.

[0015] Preferably, the integrated generator-drive permanent magnet synchronous motor is a permanent magnet synchronous motor with a wide constant power range where the rated power generation is lower than the peak drive power.

[0016] Compared with the prior art, the present invention has the following advantages and technical effects: The integrated hybrid power system for aircraft provided by this invention utilizes a single permanent magnet synchronous motor with a dual-shaft extension structure to simultaneously perform engine starting, electric assist, power generation and charging, energy recovery, and emergency electric drive functions. This achieves integrated reuse of power generation and drive functions, reducing the number of motors and system weight. Through three-state control of the controllable speed coupling mechanism (disengagement, slip, and engagement), flexible power transfer between the engine / motor and propeller is achieved, reducing the impact of mode switching. During cruise, the engine's mechanical power can directly drive the propeller, avoiding multiple energy conversion losses as in a series architecture and improving fuel economy. Through multi-modal power flow control methods and zero-torque crossover control strategies, smooth and safe switching between flight modes is achieved, significantly improving system redundancy safety and energy utilization efficiency. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention.

[0018] Figure 1This is a schematic diagram of the overall architecture of the integrated hybrid power system for aircraft engines and drives of the present invention.

[0019] Figure 2 This is a cross-sectional view of the dual-shaft extension structure of the generator-drive integrated permanent magnet synchronous motor in this invention.

[0020] Figure 3 This is a schematic diagram showing the three states of the rotational speed coupling mechanism in this invention.

[0021] Figure 4 This is the multimodal power flow topology diagram of the present invention.

[0022] Figure 5 This is the control state machine diagram of the present invention.

[0023] Figure 6 This is a timing diagram of the switching control strategy of the present invention.

[0024] In the diagram: 1. Aircraft engine; 2. Gear reducer; 3. Generator-drive integrated permanent magnet synchronous motor; 4. Speed ​​coupling mechanism; 5. Propeller; 6. Battery pack; 7. Power converter; 8. Motor controller; 11. Output shaft; 31. Stator; 32. Rotor. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in this invention can be combined with each other. The described embodiments are merely some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention. The invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] like Figures 1 to 6 As shown, this invention provides an integrated hybrid power system for aircraft, including an aircraft engine 1, an integrated permanent magnet synchronous motor 3, a speed coupling mechanism 4, a propeller 5, a battery pack 6, a power converter 7, and a motor controller 8; the output shaft 11 of the aircraft engine 1 is mechanically connected to the rotor 32 of the integrated permanent magnet synchronous motor 3; the rotor 32 of the integrated permanent magnet synchronous motor 3 is connected to the propeller 5 through the speed coupling mechanism 4; the battery pack 6 is electrically connected to the stator winding of the integrated permanent magnet synchronous motor 3 through the power converter 7; both the power converter 7 and the speed coupling mechanism 4 are controlled and connected to the motor controller 8, which is used to control the four-quadrant operation of the integrated permanent magnet synchronous motor 3 and the state switching of the speed coupling mechanism 4.

[0027] By coordinating the configuration of the aircraft engine 1, the integrated generator-drive permanent magnet synchronous motor 3, the speed coupling mechanism 4, the propeller 5, the battery pack 6, the power converter 7, and the motor controller 8, and by mechanically connecting the output shaft 11 of the aircraft engine 1 to the rotor 32 of the integrated generator-drive permanent magnet synchronous motor 3, connecting the rotor 32 to the propeller 5 through the speed coupling mechanism 4, electrically connecting the battery pack 6 to the stator 31 through the power converter 7, and controlling the motor and the coupling mechanism through the motor controller 8, a highly efficient and compact architecture that is compatible with mechanical direct drive and electric assist and integrates power generation and drive can be formed. This solves the technical problems of the large number of motors, complex energy conversion links, and large impact of mode switching in existing hybrid power systems.

[0028] Further optimization of the scheme also includes a reducer 2, through which the output shaft 11 of the aero-engine 1 is connected to the rotor 32 of the engine-drive integrated permanent magnet synchronous motor 3.

[0029] By adding a speed reducer 2 and connecting the output shaft 11 of the aero-engine 1 to the rotor 32 of the integrated permanent magnet synchronous motor 3 via the speed reducer 2, the high-speed output of the aero-engine 1 can be matched with the operating speed range of the integrated permanent magnet synchronous motor 3 and the propeller 5, thereby optimizing the transmission efficiency and reducing the requirements for the motor speed range.

[0030] Further optimization of the scheme: the integrated permanent magnet synchronous motor 3 has a dual-shaft extension structure. The first shaft extension end of its rotor 32 is connected to the output shaft 11 of the aero-engine 1, and the second shaft extension end is connected to the input end of the speed coupling mechanism 4.

[0031] By setting the integrated generator-drive permanent magnet synchronous motor 3 as a dual-shaft extension structure, with the first shaft extension end of its rotor 32 connected to the output shaft 11 of the aero-engine 1 and the second shaft extension end connected to the input end of the speed coupling mechanism 4, power input, output and bidirectional transmission can be realized on the same shaft, thereby simplifying the mechanical connection structure, reducing transmission components, and realizing true generator-drive integration.

[0032] Further optimization of the scheme: the speed coupling mechanism 4 has at least three states: disengaged, slip, and engaged. In the disengaged state, the power transmission between the generator-drive integrated permanent magnet synchronous motor 3 and the propeller 5 is disconnected. In the slip state, the generator-drive integrated permanent magnet synchronous motor 3 and the propeller 5 transmit power through a controllable slip. In the engaged state, the generator-drive integrated permanent magnet synchronous motor 3 and the propeller 5 rotate synchronously.

[0033] By setting three working states for the speed coupling mechanism 4—disengagement, slip, and engagement—the system can flexibly control the power transmission path under different flight phases and operating conditions: the disengagement state is used for safe ground start-up and independent operation, the slip state is used for speed matching and shock buffering, and the engagement state is used for high-efficiency mechanical direct drive, thereby optimizing the energy efficiency of the entire flight cycle while ensuring safety.

[0034] Further optimization of the scheme: the motor controller 8 is configured to switch between multiple modes, including at least startup mode, takeoff mode, cruise mode, descent mode and emergency mode, according to the flight stage and system status, and accordingly control the torque output direction of the generator-drive integrated permanent magnet synchronous motor 3 and the working state of the speed coupling mechanism 4.

[0035] The motor controller 8 switches between various modes such as start-up, take-off, cruise, descent, and emergency according to the flight stage and system status, and controls the torque output direction of the integrated generator-drive permanent magnet synchronous motor 3 and the working state of the speed coupling mechanism 4 accordingly. This allows the system to automatically adapt to the power requirements of different flight stages and achieve the optimal power distribution path, thereby balancing fuel economy, power and safety.

[0036] Further optimizing the scheme, when the motor controller 8 switches from takeoff mode to cruise mode, it performs zero torque crossover control: first, it reduces the positive assist torque of the generator-drive integrated permanent magnet synchronous motor 3 to zero at a preset slope and maintains it near zero torque for a preset duration, and then gradually moves the motor torque command into the negative power generation zone.

[0037] By implementing zero-torque ride-through control when switching from takeoff mode to cruise mode, the motor controller 8 first reduces the positive assist torque of the integrated generator-drive permanent magnet synchronous motor 3 to zero, maintains it for a preset time, and then gradually enters the negative power generation zone. This allows for a shock-free transition of the motor from electric to power generation, thereby avoiding the impact of sudden torque changes on the transmission system and airframe structure, and improving flight quality and system reliability.

[0038] Further optimization of the scheme: In startup mode, the speed coupling mechanism 4 is disengaged, and the battery pack 6 supplies power to the integrated permanent magnet synchronous motor 3 via the power converter 7 to drive the aircraft engine 1 to start; in takeoff mode, the speed coupling mechanism 4 is engaged, and the aircraft engine 1 and the integrated permanent magnet synchronous motor 3 jointly output power to drive the propeller 5; in cruise mode, the speed coupling mechanism 4 is engaged, the aircraft engine 1 drives the propeller 5, and the integrated permanent magnet synchronous motor 3 switches to power generation mode to charge the battery pack 6; in descent mode, the speed coupling mechanism 4 is engaged, and the propeller 5 rotates to drive the integrated permanent magnet synchronous motor 3 to generate electricity for energy recovery; in emergency mode, the speed coupling mechanism 4 is engaged, and the integrated permanent magnet synchronous motor 3 switches to electric mode to drive the propeller 5 independently.

[0039] By disengaging the coupling mechanism in startup mode and starting the engine with battery power, engaging the coupling mechanism in takeoff mode and being driven by both the engine and motor, engaging the coupling mechanism in cruise mode and being driven by the engine while the motor generates electricity, engaging the coupling mechanism in descent mode and having the propeller wind-driven motor generate electricity to recover energy, and engaging the coupling mechanism in emergency mode and having the motor drive the propeller alone, a complete power flow control strategy covering all stages of flight and multiple operating conditions can be formed, thereby maximizing the system's overall energy efficiency and safety in different scenarios.

[0040] The scheme was further optimized, and the system is a single propulsion unit structure, which is applied to single-engine aircraft.

[0041] By configuring the system as a single propulsion unit structure and applying it to a single-engine aircraft, the lightweight and high-efficiency advantages of the integrated engine-drive design of this invention can be fully utilized, thereby providing a compact and highly redundant hybrid power solution for single-engine general aviation aircraft and large UAVs.

[0042] The scheme was further optimized and the system was applied to a distributed-powered aircraft with multiple propulsion units. The battery packs 6 of each propulsion unit are electrically connected through a common bus. When the aero-engine 1 of any propulsion unit fails, the corresponding engine-drive integrated permanent magnet synchronous motor 3 is powered by the common bus and switches to emergency mode.

[0043] By electrically connecting the battery packs 6 of each propulsion unit through a common bus, in the event of a failure of any aircraft engine 1, the power generation capacity from other propulsion units on the common bus or the electrical energy from the local battery pack 6 can be used to drive the motor of the failed unit into emergency mode, thereby achieving power mutual assistance and redundancy backup between propulsion units, significantly improving the overall safety of the aircraft and its resistance to single-point failure.

[0044] The scheme was further optimized, and the generator-drive integrated permanent magnet synchronous motor 3 is a permanent magnet synchronous motor with a wide constant power range where the rated power generation is lower than the peak drive power.

[0045] By designing the integrated generator-drive permanent magnet synchronous motor 3 with a rated power output lower than the peak drive power, a wide constant power range characteristic is formed. This can significantly improve the short-term boost drive capability during takeoff, climb, and emergency situations while meeting the cruise power generation requirements. This optimizes the electromagnetic design and thermal management of the motor and avoids over-design that would require long-term operation at peak power.

[0046] The integrated hybrid power system for aircraft provided by this invention is implemented as follows: Before flight, battery pack 6 stores electrical energy. During the ground start-up phase, motor controller 8 controls the speed coupling mechanism 4 to be in a disengaged state. Battery pack 6 supplies power to the integrated permanent magnet synchronous motor 3 via power converter 7. The integrated permanent magnet synchronous motor 3 acts as a starter, and the first shaft extension end of its rotor 32 drives the aircraft engine 1 to rotate and start through reducer 2. At this time, the propeller 5 does not rotate, ensuring ground safety. After successful start-up, the system enters the preheating mode. When the aircraft is ready for takeoff, motor controller 8 controls the speed coupling mechanism 4 to smoothly switch to the engaged state. The aircraft engine 1 outputs its main mechanical power, while battery pack 6 and power converter 7 supply power to the integrated permanent magnet synchronous motor 3, causing it to output positive assist torque. The power of the aircraft engine 1 and the integrated permanent magnet synchronous motor 3 jointly drives the propeller 5 to rotate via the speed coupling mechanism 4, providing strong takeoff thrust. When the aircraft climbs to the predetermined altitude and enters the cruise phase, the system performs a smooth mode switch. The motor controller 8 first reduces the positive assist torque of the integrated generator-drive permanent magnet synchronous motor 3 to zero at a preset slope, and maintains it near zero torque for a preset duration to achieve a smooth torque zero-crossing. Then, it gradually moves the motor torque command into the negative power generation region. At this time, the integrated generator-drive permanent magnet synchronous motor 3 switches to generator operation. The mechanical power output of the aero-engine 1 is divided into two paths: the main part directly drives the propeller 5 to maintain efficient cruise; the remaining part is converted into electrical energy through the integrated generator-drive permanent magnet synchronous motor 3, and then rectified by the power converter 7 to charge the battery pack 6. This process avoids the secondary energy conversion loss of series hybrid power and achieves efficient power splitting. During the descent or gliding phase of the aircraft, the aero-engine 1 reduces fuel supply or idles. At this time, the propeller 5 continues to rotate under the action of the aerodynamic flow, driving the integrated generator-drive permanent magnet synchronous motor 3 to rotate and generate electricity, recovering some of the kinetic and potential energy of the aircraft and storing it in the battery pack 6, further improving energy utilization. During flight, if a malfunction or in-flight engine failure is detected in aircraft engine 1, the motor controller 8 immediately responds, quickly switching the integrated generator-drive permanent magnet synchronous motor 3 to electric mode, powered by the battery pack 6. Through the engagement of the speed coupling mechanism 4, it independently drives the propeller 5, maintaining emergency thrust to ensure the aircraft can glide safely or search for a landing site. For distributed propulsion aircraft, when the engine of a propulsion unit fails, the motor of that unit can obtain power from the common bus, achieving power sharing among multiple units. The technical effects achieved by this invention include: First, by replacing independent generators and drive motors with a single integrated generator-drive permanent magnet synchronous motor 3, the number of system components, axial length, and total weight are significantly reduced, making it suitable for weight-sensitive aviation applications. Second, during the cruise phase, the physical path of the aircraft engine 1 mechanically driving the propeller 5 is retained, avoiding multiple energy conversions of "mechanical-electrical-mechanical," significantly improving cruise fuel economy and increasing range.Third, the same integrated permanent magnet synchronous motor 3 is reused as a starter, booster motor, generator, energy recovery device, and emergency drive motor during startup, takeoff, cruise, descent, and emergency phases, respectively, improving the utilization rate of core components and avoiding the idleness of single-function components. Fourth, the three-state control of the speed coupling mechanism 4 (disengagement, slip, and engagement) works in conjunction with the zero torque crossover control strategy of the motor controller 8, effectively reducing mechanical and electrical shocks during the switching processes of takeoff / cruise and drive / generation modes, improving system smoothness and structural lifespan. Fifth, the battery pack 6 connecting multiple propulsion units via a common bus ensures that the corresponding propeller 5 can still be electrically driven in the event of an engine failure, providing unique propulsion redundancy for distributed-powered aircraft and greatly enhancing airworthiness safety.

[0047] The above are merely preferred embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. An integrated engine-drive hybrid power system for aircraft, characterized in that, The system includes an aero-engine (1), an integrated permanent magnet synchronous motor (3), a speed coupling mechanism (4), a propeller (5), a battery pack (6), a power converter (7), and a motor controller (8). The output shaft (11) of the aero-engine (1) is mechanically connected to the rotor (32) of the integrated permanent magnet synchronous motor (3). The rotor (32) of the integrated permanent magnet synchronous motor (3) is connected to the propeller (5) through the speed coupling mechanism (4). The battery pack (6) is electrically connected to the stator winding of the integrated permanent magnet synchronous motor (3) through the power converter (7). The power converter (7) and the speed coupling mechanism (4) are both controlled by the motor controller (8), which is used to control the four-quadrant operation of the integrated permanent magnet synchronous motor (3) and the state switching of the speed coupling mechanism (4).

2. The integrated engine-drive hybrid power system according to claim 1, characterized in that, It also includes a speed reducer (2), through which the output shaft (11) of the aero-engine (1) is connected to the rotor (32) of the engine-drive integrated permanent magnet synchronous motor (3).

3. The integrated engine-drive hybrid power system according to claim 1, characterized in that, The generator-drive integrated permanent magnet synchronous motor (3) has a dual-shaft extension structure. The first shaft extension end of its rotor (32) is connected to the output shaft (11) of the aero-engine (1), and the second shaft extension end is connected to the input end of the speed coupling mechanism (4).

4. The integrated engine-drive hybrid power system according to claim 1, characterized in that, The rotational speed coupling mechanism (4) has at least a disengaged state, a slip state, and an engaged state; in the disengaged state, the power transmission between the generator-drive integrated permanent magnet synchronous motor (3) and the propeller (5) is disconnected; in the slip state, the generator-drive integrated permanent magnet synchronous motor (3) and the propeller (5) transmit power with controllable slip; in the engaged state, the generator-drive integrated permanent magnet synchronous motor (3) and the propeller (5) rotate synchronously.

5. The integrated engine-drive hybrid power system according to claim 4, characterized in that, The motor controller (8) is configured to switch between multiple modes, including at least startup mode, takeoff mode, cruise mode, descent mode and emergency mode, according to the flight phase and system status, and accordingly control the torque output direction of the generator-drive integrated permanent magnet synchronous motor (3) and the working state of the speed coupling mechanism (4).

6. The integrated engine-drive hybrid power system according to claim 5, characterized in that, When the motor controller (8) switches from takeoff mode to cruise mode, it performs zero torque crossover control: first, it reduces the positive boost torque of the generator-drive integrated permanent magnet synchronous motor (3) to zero at a preset slope and maintains it near zero torque for a preset duration, and then gradually moves the motor torque command into the negative power generation zone.

7. The integrated engine-drive hybrid power system according to claim 5, characterized in that, In the start-up mode, the speed coupling mechanism (4) is disengaged, and the battery pack (6) supplies power to the integrated permanent magnet synchronous motor (3) via the power converter (7) to drive the aircraft engine (1) to start. In the take-off mode, the speed coupling mechanism (4) is engaged, and the aircraft engine (1) and the integrated permanent magnet synchronous motor (3) jointly output power to drive the propeller (5). In the cruise mode, the speed coupling mechanism (4) is engaged, the aircraft engine (1) drives the propeller (5), and the integrated permanent magnet synchronous motor (3) switches to power generation mode to charge the battery pack (6). In the descent mode, the speed coupling mechanism (4) is engaged, and the propeller (5) rotates to drive the integrated permanent magnet synchronous motor (3) to generate electricity for energy recovery. In the emergency mode, the speed coupling mechanism (4) is engaged, and the integrated permanent magnet synchronous motor (3) switches to electric mode to drive the propeller (5) independently.

8. The integrated engine-drive hybrid power system according to claim 5, characterized in that, The system is a single propulsion unit structure and is applied to single-engine aircraft.

9. The integrated engine-drive hybrid power system according to claim 1, characterized in that, The system is applied to a distributed-powered aircraft with multiple propulsion units. The battery packs (6) of each propulsion unit are electrically connected through a common bus. When the aero-engine (1) of any propulsion unit fails, the corresponding engine-drive integrated permanent magnet synchronous motor (3) is powered by the common bus and switches to emergency mode.

10. The integrated propulsion hybrid system of claim 1, wherein, The generator-drive integrated permanent magnet synchronous motor (3) is a permanent magnet synchronous motor with a wide constant power range where the rated power generation is lower than the peak drive power.

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