A hybrid power device driving architecture, driving control method and aircraft

Abstract

The application provides a hybrid power device driving architecture, a driving control method and an aircraft. The driving architecture comprises: a hybrid power bridge arm; a working condition sensing module configured to determine a current operation working condition mode according to a rotating speed request instruction and a mode instruction sent by a flight control system and a motor torque calculated based on a sensing signal of an electric drive inverter; an intelligent switching decision module configured to construct a normalized multi-objective cost function according to the operation working condition mode, and determine an optimal device configuration by solving the function; and a hysteresis anti-shake and smooth switching execution module configured to control the hybrid power bridge arm to perform smooth switching of devices according to the optimal device configuration under the condition of meeting a double-layer anti-shake mechanism. According to the application, the problem that the electric drive inverter of the existing aircraft cannot simultaneously consider high efficiency, large power and light weight in the whole flight profile due to the adoption of a single power device architecture, and lacks a working condition sensing multi-objective optimization mechanism and a smooth anti-shake switching capability can be solved.

Description

Technical Field

[0001] This invention belongs to the field of aircraft power system technology, and more specifically, relates to a hybrid power device drive architecture, drive control method, and aircraft. Background Technology

[0002] Electric vertical takeoff and landing (eVTOL) aircraft experience a variety of significantly different operating conditions during a single flight. Taking the takeoff / landing / hovering phase as the rated baseline: during takeoff / landing / hovering, the system needs to output rated power, medium to high speed and high torque, and must reserve sufficient power margin to cope with situations such as single-engine failure; during the tilt transition phase, the power demand decreases slightly but the speed increases, and the aerodynamic load changes drastically; during the cruise phase, it needs to maintain low torque, high speed and continuous stable operation.

[0003] The aforementioned wide range of operating conditions places stringent requirements on the electric drive inverters of eVTOL aircraft: they need to provide strong current output and maintain sufficient safety margin during takeoff and landing, while also operating at high frequency during the long cruise phase to reduce motor harmonic losses and electromagnetic interference (EMI). Currently, the common approach of using a single type of power device in existing inverters has inherent technical drawbacks: Using pure silicon carbide (SiC) MOSFETs offers advantages such as low conduction losses and sufficient power margin under high takeoff and landing currents; however, maintaining a low switching frequency during light cruise loads leads to high motor harmonic losses, and the reverse recovery effect of the body diode causes strong EMI, forcing the system to incorporate large filters and shielding devices, resulting in increased system weight. Using pure gallium nitride (GaN) HEMTs offers extremely low switching losses and no reverse recovery charge, significantly reducing harmonic losses and EMI during high-frequency operation; however, its current single-tube current capability is limited, resulting in insufficient power margin under high takeoff currents, making it difficult to meet aerospace-grade safety redundancy requirements.

[0004] To address the aforementioned issues, some existing technologies employ hybrid applications of power devices. For example, patent application CN120956086A discloses a scheme for switching between SiC and GaN based on load rate in UPS rectification, but its application scenario is AC / DC rectification, not motor drive or complex flight conditions. Another patent application, CN121150459A, discloses a hardware delay circuit for parallel driving of SiIGBT and SiC MOSFETs, but this scheme is only used to optimize switching losses. In summary, the existing technologies mainly suffer from the following unresolved technical problems: First, a single device solution cannot simultaneously achieve the goals of high efficiency, high power margin, and lightweight design across the entire flight profile. Second, it lacks the ability to perceive and adapt to flight conditions. Existing solutions rely solely on single-dimensional electrical parameters such as current or load rate for switching, and cannot perform differentiated optimization based on the characteristics of the flight phase. Third, a multi-objective online decision-making system that takes power margin, system operating losses and electromagnetic compatibility as joint optimization objectives has not been established; Fourth, the lack of a secure hysteresis debouncing and smooth switching verification mechanism means that parameter fluctuations can easily trigger frequent device switching oscillations, thereby reducing the system's operational reliability. Summary of the Invention

[0005] To address the issues that existing aircraft electric drive inverters, due to their single power device architecture, cannot simultaneously achieve high efficiency, high power, and lightweight across the entire flight profile, and lack operating condition-aware multi-objective optimization mechanisms and smooth anti-shaking switching capabilities, this invention provides a hybrid power device drive architecture, drive control method, and aircraft.

[0006] According to a first aspect of the present invention, a hybrid power device drive architecture is provided, which is applied to an electric drive inverter of an aircraft, the aircraft further comprising a flight control system; The hybrid power device driving architecture includes: Hybrid power bridge arm, each phase of the hybrid power bridge arm includes silicon carbide power devices and gallium nitride power devices connected in parallel and driven independently; The operating condition perception module is configured to receive speed request commands and mode commands sent by the flight control system, and simultaneously collect sensor signals from the electric drive inverter to calculate motor torque, and define the current operating condition mode based on the speed request commands, the mode commands and the motor torque. The intelligent switching decision module is configured to construct a normalized multi-objective cost function based on the operating mode, with power capability, total system loss and electromagnetic interference as optimization objectives, and determine the optimal device configuration among multiple preset device configurations by solving the normalized multi-objective cost function. The hysteresis stabilization and smooth switching execution module is configured to control the hybrid power bridge arm to perform smooth switching of devices according to the optimal device configuration, under the condition of satisfying the preset dual-layer stabilization mechanism.

[0007] Optionally, the sensing signals include DC bus voltage, three-phase current, and rotor position; The operating condition sensing module is further configured as follows: If the motor torque is in the high torque range and the speed request command is in the medium-high speed request range, then the operating mode is defined as a take-off / landing mode or a hovering mode; the range of the high torque range is greater than 80% of the rated torque, and the range of the medium-high speed request range is 70% to 100% of the rated speed; If the motor torque is in the medium torque range and the speed request command is in the high speed request range, then the operating condition mode is defined as a tilt transition mode; the medium torque range is 50% to 80% of the rated torque, and the high speed request range is 80% to 110% of the rated speed; If the motor torque is in the low torque range and the speed request command is in the high speed request range, then the operating mode is defined as cruise mode; the range of the low torque range is less than 50% of the rated torque, and the range of the high speed request range is greater than 110% of the rated speed; If the speed request command is in the extremely low speed request range and the mode command is a standby command, then the operating condition mode is defined as standby mode; the range of the extremely low speed request range is less than 10% of the rated speed.

[0008] Alternatively, the expression for the normalized multi-objective cost function is: In the above formula, This is the power capability weighting coefficient. This is the weighting coefficient for the total system loss. This is the electromagnetic interference weighting coefficient. For the sake of power capability, The total system loss cost, At the cost of electromagnetic interference; The intelligent switching decision module is further configured to: calculate the value of the normalized multi-objective cost function of each preset device configuration, and take the preset device configuration with the smallest value as the optimal device configuration.

[0009] Alternatively, the power capability cost The acquisition process includes: Calculate the original power-stress ratio ,in, For the current motor power requirement, For safety power margin, For the first k The maximum short-time power that a preset device configuration can provide; The original power stress ratio of each preset device configuration is normalized twice to obtain the power capability cost corresponding to each preset device configuration.

[0010] Optionally, the intelligent switching decision module is specifically configured to dynamically adjust the power capability weighting coefficient, the total system loss weighting coefficient, and the electromagnetic interference weighting coefficient according to the current operating condition mode, specifically as follows: In takeoff and landing mode or hovering mode, the power capability weighting coefficient is 0.6, the total system loss weighting coefficient is 0.3, and the electromagnetic interference weighting coefficient is 0.1. In the tilt transition mode, the power capability weighting coefficient is 0.4, the total system loss weighting coefficient is 0.35, and the electromagnetic interference weighting coefficient is 0.25. In cruise mode, the power capability weighting coefficient is 0.1, the total system loss weighting coefficient is 0.6, and the electromagnetic interference weighting coefficient is 0.3.

[0011] Alternatively, the total system loss cost The specific method for obtaining the total loss is as follows: calculate the total loss based on the device conduction loss, switching loss and motor harmonic loss of the corresponding preset device configuration under the current operating condition, and then normalize the total loss. The cost of electromagnetic interference The specific method for obtaining the peak value of conducted electromagnetic interference noise in the frequency band from 150kHz to 30MHz is as follows: and then normalize it. The preset device configurations include individual conduction configurations for silicon carbide power devices, individual conduction configurations for gallium nitride power devices, and parallel conduction configurations for both.

[0012] Optionally, the dual-layer image stabilization mechanism includes a first-layer image stabilization mechanism and a second-layer image stabilization mechanism; The first layer of anti-shake mechanism is switching trigger condition anti-shake, which includes mutually independent conditions A and B that are logically ORed. When either condition is met, the intelligent switching decision module is triggered to recalculate and determine the optimal device configuration. Condition A is for de-jittering during operating mode changes: the newly defined operating mode is continuously maintained for more than the first preset time. Condition B is current threshold hysteresis debounce: the phase current of the electric drive inverter is continuously higher than the set upper current threshold or continuously lower than the set lower current threshold for more than a second preset time.

[0013] Optionally, the first preset time is 500ms and the second preset time is 200ms; The upper current threshold is 80% of the rated current, and the lower current threshold is 65% of the rated current.

[0014] Optionally, the second-layer anti-shake mechanism is anti-shake during the switching execution process, specifically including: During smooth switching of devices, the switching frequency of the control drive signal gradually changes from the current frequency to the target frequency with a fixed slope. At the same time, the duty cycle of the branch where the silicon carbide power device and the gallium nitride power device are located is adjusted so that the load current is transferred according to the S-shaped curve and the torque ripple is controlled within the set allowable range.

[0015] Optionally, the second-layer image stabilization mechanism also includes a post-switch verification and rollback protection mechanism: Within a preset PWM cycle after the device has smoothly switched over, monitor the instantaneous overshoot of the phase current, the total harmonic distortion of the output current, and the DC bus voltage ripple. If any monitoring indicator exceeds its safety limit, the hybrid power bridge arm is controlled to revert to the device configuration before the switching. When the number of consecutive rollback failures reaches the set limit, the current device configuration is locked and a fault is reported.

[0016] Optionally, the intelligent switching decision module is configured with transient high-power auxiliary logic: When a transient over-limit of the phase current is detected and the transient high-power flag of the hardware is triggered, the calculation of the normalized multi-objective cost function is skipped, and the hybrid power bridge arm is directly controlled to enter the parallel auxiliary mode in which silicon carbide power devices and gallium nitride power devices are simultaneously turned on, so as to share the impact current. Once the phase current drops to below 80% of the rated current and remains there for more than the set recovery time, the parallel auxiliary mode will automatically exit.

[0017] Optionally, the hybrid power device drive architecture also includes a device lifetime balancing scheduling module, configured in the cruise mode: The switching loss equivalents of the silicon carbide power device and the gallium nitride power device are summed. When the imbalance between the cumulative losses of the silicon carbide power device and the gallium nitride power device exceeds a preset imbalance threshold, the power device with the smaller cumulative loss is selected to perform the switching task, provided that the safety check is passed. Furthermore, within a single flight, the cumulative duration of cruise using silicon carbide power devices triggered by device lifespan equalization scheduling will be limited to no more than 15% of the total cruise duration.

[0018] Optionally, the hybrid power device drive architecture also includes a fault degradation protection module, configured as follows: When an open-circuit or short-circuit fault is detected in the gallium nitride power device, the drive signal of the gallium nitride power device is blocked and the corresponding branch is cut off, so that all subsequent operating conditions are independently undertaken by the silicon carbide power device. Under fault degradation protection, the highest switching frequency is limited to a preset safe frequency, and the maximum output power of the motor is limited according to the current remaining power capability of the silicon carbide power device.

[0019] According to a second aspect of the present invention, a hybrid power device drive control method is provided, which is applied to any of the above-described hybrid power device drive architectures, and specifically includes the following steps: It receives speed request commands and mode commands from the flight control system, and simultaneously collects sensor signals from the electric drive inverter to calculate motor torque, and determines the current operating mode based on the speed request commands, the mode commands, and the motor torque. Based on the operating mode, a normalized multi-objective cost function is constructed with power capability, total system loss and electromagnetic interference as optimization objectives. The optimal device configuration is determined from multiple preset device configurations by solving the normalized multi-objective cost function. Under the condition of satisfying the preset dual-layer anti-shake mechanism, the hybrid power bridge arm is controlled to perform smooth switching of devices according to the optimal device configuration.

[0020] According to a third aspect of the present invention, an aircraft is provided, comprising an electric drive inverter, a drive motor, and a flight control system, wherein the electric drive inverter employs any of the aforementioned hybrid power device drive architectures.

[0021] The beneficial effects of this invention are as follows: The hybrid power device drive architecture of this invention, by configuring a hybrid power bridge arm, utilizes the different characteristics of silicon carbide power devices and gallium nitride power devices to achieve high efficiency, high power, and lightweight across the entire flight profile. By configuring an intelligent switching decision module, it constructs a normalized multi-objective cost function with power capability, total system loss, and electromagnetic interference as optimization objectives based on the real-time determined current operating condition mode, thereby determining the optimal device configuration and realizing a condition-aware multi-objective optimization mechanism. By configuring a hysteresis anti-shake and smooth switching execution module, it controls the hybrid power bridge arm to perform smooth switching of devices according to the optimal device configuration under the condition of satisfying a preset dual-layer anti-shake mechanism, thereby possessing smooth anti-shake switching capability.

[0022] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0023] The present invention can be better understood by referring to the following description taken in conjunction with the accompanying drawings, in which the same or similar reference numerals are used throughout the drawings to denote the same or similar parts.

[0024] Figure 1A system block diagram of a hybrid power device drive architecture according to an embodiment of the present invention is shown; Figure 2 A topology diagram of a single-phase hybrid power bridge arm according to an embodiment of the present invention is shown; Figure 3 A flowchart of intelligent switching decision control according to an embodiment of the present invention is shown. Detailed Implementation

[0025] To enable those skilled in the art to more fully understand the technical solutions of the present invention, exemplary embodiments of the present invention will be described more comprehensively and in detail below with reference to the accompanying drawings. Obviously, the one or more embodiments of the present invention described below are merely one or more specific ways to implement the technical solutions of the present invention, and are not exhaustive. It should be understood that other ways belonging to a general inventive concept can be used to implement the technical solutions of the present invention, and should not be limited to the embodiments described exemplary. Based on one or more embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] Example: The relevant English abbreviations and full names used in the examples of this invention are explained below: SiC MOSFET: Silicon carbide metal oxide semiconductor field-effect transistor (corresponding to the silicon carbide power device of this application); GaN HEMT: Gallium nitride high electron mobility transistor (corresponding to the gallium nitride power device of this application); EMI: Electromagnetic Interference; CAN FD: A controller area network protocol with flexible data rates; ARINC 825: An avionics bus communication protocol.

[0027] Figure 1 A system block diagram of a hybrid power device driving architecture according to an embodiment of the present invention is shown. (Refer to...) Figure 1 The hybrid power device driving architecture of this invention includes a working condition sensing module, an intelligent switching decision module, a hysteresis anti-jitter and smooth switching execution module, and a hybrid power bridge arm. Each phase of the hybrid power bridge arm includes silicon carbide power devices and gallium nitride power devices that are connected in parallel and driven independently. The operating condition perception module is configured to receive speed request commands and mode commands from the flight control system, while simultaneously collecting sensor signals from the electric drive inverter to calculate motor torque, and defining the current operating condition mode based on the speed request commands, mode commands, and motor torque. The intelligent switching decision module is configured to construct a normalized multi-objective cost function based on the operating mode, with power capability, total system loss and electromagnetic interference as optimization objectives, and determine the optimal device configuration from multiple preset device configurations by solving the normalized multi-objective cost function. The hysteresis stabilization and smooth switching execution module is configured to control the hybrid power bridge arm to perform smooth switching of devices according to the optimal device configuration, under the condition of satisfying the preset dual-layer stabilization mechanism.

[0028] Specifically, Figure 2 A topology diagram of a single-phase hybrid power bridge arm according to an embodiment of the present invention is shown. (Refer to...) Figure 2 In this embodiment of the invention, each phase of the hybrid power bridge arm is composed of a pair of SiC MOSFETs with a rated withstand voltage of 1200V and a pair of GaN HEMTs with a rated withstand voltage of 650V connected in parallel. The two types of devices are equipped with independent gate drive circuits, which can respond to upper-level commands to operate in pure SiC conduction, pure GaN conduction, or transient parallel auxiliary conduction mode.

[0029] Specifically, in this embodiment of the invention, the operating condition sensing module receives speed request commands and mode commands (e.g., spdctrl mode commands or standby commands) from the flight control system via the aviation communication bus (using the ARINC 825 protocol based on high-speed CAN FD, with a communication baud rate of 2Mbps); simultaneously, it collects DC bus voltage, three-phase current, and rotor position signals to estimate motor torque in real time. Based on the signal combination and using the values ​​during takeoff / landing / hovering as the rated reference, the operating condition sensing module online classifies the following four operating condition modes: When high torque (greater than 80% of rated torque) and medium to high speed (70% to 100% of rated speed) are required, the mode is divided into take-off / hovering mode. When medium torque (50%~80% of rated torque) and higher speed requirements (80%~110% of rated speed) are required, it is classified as tilt transition mode. When low torque (less than 50% of rated torque) and high speed demand (greater than 110% of rated speed) are required, cruise mode is activated. When a very low speed request is made (less than 10% of the rated speed) and the mode command is set to standby, the system is classified as standby mode.

[0030] Specifically, Figure 3 A flowchart of the intelligent switching decision control according to an embodiment of the present invention is shown. (Refer to...) Figure 3 In this embodiment of the invention, the intelligent switching decision module constructs a multi-objective cost function: In the above formula, This is the power capability weighting coefficient. This is the weighting coefficient for the total system loss. This is the electromagnetic interference weighting coefficient. For the sake of power capability, The total system loss cost, At the cost of electromagnetic interference; The intelligent switching decision module calculates the value of the normalized multi-objective cost function for each preset device configuration and selects the preset device configuration with the smallest value as the optimal device configuration.

[0031] Specifically, in this embodiment of the invention, the power capability cost The acquisition process includes: Calculate the original power-stress ratio ,in, For the current motor power requirement, For safety power margin, For the first k The maximum short-time power that a preset device configuration can provide; The original power stress ratio of each preset device configuration is normalized twice to obtain the power capability cost corresponding to each preset device configuration.

[0032] Specifically, in this embodiment of the invention, the intelligent switching decision module is configured to dynamically adjust the power capability weighting coefficient, the total system loss weighting coefficient, and the electromagnetic interference weighting coefficient according to the current operating condition mode, specifically as follows: In takeoff and landing mode or hovering mode, with safety power margin as the primary guarantee, the power capability weighting coefficient is set to 0.6, the total system loss weighting coefficient is set to 0.3, and the electromagnetic interference weighting coefficient is set to 0.1. In the tilt transition mode, a balance needs to be achieved between dynamic response and loss. The power capability weighting factor is set to 0.4, the total system loss weighting factor is set to 0.35, and the electromagnetic interference weighting factor is set to 0.25. In cruise mode, long-term steady state prioritizes efficiency and controls EMI, setting the power capability weighting factor to 0.1, the total system loss weighting factor to 0.6, and the electromagnetic interference weighting factor to 0.3.

[0033] Specifically, in this embodiment of the invention, the total system loss cost The specific method for obtaining the total loss is as follows: calculate the total loss based on the device conduction loss, switching loss and motor harmonic loss of the corresponding preset device configuration under the current operating condition, and then normalize the total loss. Electromagnetic Interference Cost The specific method for obtaining the peak value of conducted electromagnetic interference noise in the frequency band from 150kHz to 30MHz is as follows: and then normalize it. The preset device configurations include individual conduction configurations for silicon carbide power devices, individual conduction configurations for gallium nitride power devices, and parallel conduction configurations for both.

[0034] For example, in this embodiment of the invention, the specific process by which the intelligent switching decision module determines the optimal device configuration is as follows: In cruise mode, the normalized multi-objective cost function values ​​of each preset device configuration are calculated. J : Individual conduction configuration for silicon carbide power devices: J =0.1×0.686+0.6×1.000+0.3×1.000=0.9686; Gallium nitride power devices individually turn on: J =0.1×1.000+0.6×0.729+0.3×0.821=0.7837; Parallel conduction configuration: J =0.1×0.600+0.6×0.918+0.3×0.926=0.8886; The comparison shows that the cost of individually turning on gallium nitride power devices is the lowest, making it the optimal device configuration.

[0035] In takeoff and landing mode, the normalized multi-objective cost function values ​​of each preset device configuration are calculated. J : Individual conduction configuration for silicon carbide power devices: J =0.6×0.640+0.3×0.563+0.1×1.000=0.6529; Gallium nitride power devices individually turn on: J =0.6×1.000+0.3×1.000+0.1×0.85= 0.985; Parallel conduction configuration: J =0.6×0.565+0.3×0.75+0.1×0.95=0.6590; The comparison shows that the cost of individually turning on silicon carbide power devices is the lowest, making it the optimal device configuration.

[0036] Specifically, in this embodiment of the invention, the hysteresis stabilization and smooth switching execution module is configured with dual-layer stabilization logic: The first layer is trigger condition debouncing, which includes two independent conditions: Condition A (the new operating mode is maintained continuously for more than 500ms) and Condition B (the upper threshold of the phase current is set to 80% of the rated value, and the lower threshold is set to 65% of the rated value; the phase current is continuously higher than the upper threshold or lower than the lower threshold for more than 200ms). The two conditions are ORed; satisfying either one triggers the weight update and the recalculation of the multi-objective cost function.

[0037] The second layer is for debouncing during the switching process. After the switching is confirmed, the control switching frequency gradually changes to the target frequency with a fixed slope (e.g., 1kHz / PWM cycle). The duty cycle of the two bridge arms is adjusted according to an S-shaped curve to ensure that the torque ripple is less than 3%. Within 5 to 10 PWM cycles after the switching is completed, the total harmonic distortion of the phase current (must be less than 8%), instantaneous overshoot, and bus voltage ripple are verified. If the indicators exceed the limits, the original configuration is reverted. After 3 consecutive failures, the system is locked and a fault is reported (a 500ms interval is required after each failure before retrying is allowed).

[0038] The hybrid power device driving architecture of the present invention will be described in more detail below with reference to specific examples.

[0039] Specific example 1: Multi-stage control across the entire flight profile and cruise life balancing.

[0040] During vertical takeoff and hovering, the motor phase current is at 90%~100% of the rated current, the system is in takeoff and landing mode, and after the condition A of the first layer of anti-shake is confirmed, the intelligent switching decision module assigns the highest weight to the power margin, calculates and determines that the SiC cost is the lowest, and the system maintains SiC-dominated operation.

[0041] At the start of the tilt transition, the motor phase current drops to 70%~78% of the rated current, falling into the anti-jitter dead zone (65%~80%), and condition B is not met, so the system remains SiC dominant. When the tilt transition continues and the current drops to 55%~68% of the rated current for more than 500ms, condition A (anti-jitter) is triggered, and the intelligent switching decision module recalculates. J At this value, GaN has the lowest cost, and the hysteresis debouncing and smooth switching execution module smoothly switches to GaN dominance.

[0042] During the stable cruise phase, the motor phase current remains between 35% and 45% of the rated current, maintaining high-frequency operation of GaN. During cruise, the device lifetime balancing scheduling mechanism accumulates the equivalent switching losses of the devices in the background. If the imbalance exceeds 30% and GaN ages faster, the system will temporarily assign SiC for switching control, provided it passes safety checks. To ensure overall airworthiness EMI performance, the cumulative SiC cruise time triggered by this mechanism within a single flight must not exceed 15% of the total cruise duration.

[0043] Specific example 2: Gust response and transient high-power assistance.

[0044] During the aforementioned cruise phase, if a slight gust of wind causes the phase current to surge to 75%, the first-layer anti-jitter mechanism filters it out because it is still within the 65%~80% hysteresis dead zone, and the system stably maintains GaN operation. If the gust of wind continues to intensify, causing the current to reach 82% and remain there for more than 200ms, anti-jitter condition B is triggered, and the system recalculates.J The current is then smoothly switched back to SiC, which has a stronger load-bearing capacity; after the gust of wind subsides, the current drops back to 45% and continues to meet the downshoring logic, the current is switched back to GaN.

[0045] If an extreme event such as a single generator failure occurs during takeoff or flight, causing a sudden surge in the phase current, the transient high-power flag at the hardware level will be directly set. This flag will bypass the multi-objective cost function calculation of the intelligent switching decision module and force the SiC+GaN parallel auxiliary mode to be activated, with both bridge arms sharing the ultimate surge current.

[0046] Once the current drops to within 80% of the rated current and remains there for more than 100ms, the flag is reset, the system exits parallel auxiliary operation, and the normal configuration is restored.

[0047] Specific example 3: Standby response and hardware failure degradation control.

[0048] When the task ends and the system switches to standby mode, and the speed request is reset to zero, the system enters standby mode. The hysteresis anti-jitter and smooth switching execution module shuts down all drive signals, the hybrid power bridge arm is in a high-impedance state, and only maintains low-voltage power supply to the sensors and control board.

[0049] If, at any point during operation, the detection and diagnostic circuit detects an open or short circuit hardware fault in the GaN branch, the fault clearing logic will block the GaN drive signal and physically disconnect the corresponding branch within 1ms.

[0050] The system then forcibly switches to degraded mode: ignoring all upper-level operational configurations, all propulsion tasks are forcibly transferred to the SiC branch. The system caps the switching frequency to below 15kHz to prevent SiC overheating and limits the motor's maximum output based on the SiC's remaining power capacity, while simultaneously reporting faults to trigger a return-to-base procedure. Thanks to the motor's rotor inertia, this rapid hardware-level disconnection enables a smooth transfer of aero-power.

[0051] The hybrid power device driving architecture of this invention has the following advantages: 1) Comprehensive improvement of overall flight profile efficiency and power margin: This hybrid power device drive architecture, by configuring a hybrid power bridge arm, leverages the advantages of SiC's low on-resistance and high power margin during takeoff and landing / hovering, and utilizes GaN's high frequency, low loss and low harmonic characteristics during cruise, thereby improving the overall profile weighted efficiency of the electric drive system by 2% to 5%.

[0052] 2) Lightweight Design of the Electric Drive System: During long-duration cruise, low-noise GaN devices dominate, reducing the attenuation requirement of the EMI filter by approximately 30% compared to a pure SiC full-profile solution. While SiC devices still dominate during takeoff, landing, and hovering, the short-term high EMI peaks generated by SiC devices are tolerable within the weight reduction margin of the EMI filter design. The weight-reduced EMI filter still meets the airworthiness requirements under all operating conditions. The output filter inductor value is reduced by approximately 50% due to the significant increase in cruise switching frequency (e.g., from 10kHz to 35kHz). The cooling system can also be reduced by approximately 10%. Even after deducting the weight of the added GaN module (approximately 0.7kg), the overall system weight reduction can still reach 10% to 15%.

[0053] 3) Improve electromagnetic compatibility at the source: By calling GaN configuration to run during cruise phase, high-frequency EMI noise is reduced from the source of device operation.

[0054] 4) High-reliability, shock-free switching: The hysteresis anti-jitter and smooth switching execution module effectively avoids system oscillations caused by short-term fluctuations in electrical parameters through a dual-layer anti-jitter mechanism and an S-shaped current gradual transfer strategy; the verification backoff mechanism after switching further ensures the continuity of power.

[0055] 5) Independent and self-contained perception capability: The operating condition perception module classifies operating conditions entirely based on the conventional commands of the flight control system and the signals of the underlying electric drive sensors, without the need to add a prediction calculation module to the flight control system.

[0056] 6) Optimize device lifecycle: Based on the device lifecycle balancing scheduling mechanism, the aging process of SiC and GaN is synchronized, which effectively reduces the frequency of unplanned system maintenance.

[0057] Accordingly, based on the hybrid power device driving architecture proposed in this embodiment of the invention, this embodiment of the invention also proposes a hybrid power device driving control method applied to the hybrid power device driving architecture, the method comprising the following steps: It receives speed request commands and mode commands from the flight control system, and simultaneously collects sensor signals from the electric drive inverter to calculate motor torque, and determines the current operating mode based on the speed request commands, the mode commands, and the motor torque. Based on the operating mode, a normalized multi-objective cost function is constructed with power capability, total system loss and electromagnetic interference as optimization objectives. The optimal device configuration is determined from multiple preset device configurations by solving the normalized multi-objective cost function. Under the condition of satisfying the preset dual-layer anti-shake mechanism, the hybrid power bridge arm is controlled to perform smooth switching of devices according to the optimal device configuration.

[0058] Accordingly, based on the hybrid power device drive architecture proposed in the embodiments of the present invention, the embodiments of the present invention also propose an aircraft, which includes an electric drive inverter, a drive motor and a flight control system, wherein the electric drive inverter adopts the above-mentioned hybrid power device drive architecture.

[0059] While one or more embodiments of the present invention have been described above, those skilled in the art will recognize that the present invention can be implemented in any other form without departing from its spirit and scope. Therefore, the embodiments described above are illustrative and not restrictive, and many modifications and substitutions will be apparent to those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. A hybrid power device driving architecture, characterized in that, An electric drive inverter for use in an aircraft, which also includes a flight control system; The hybrid power device driving architecture includes: Hybrid power bridge arm, each phase of the hybrid power bridge arm includes silicon carbide power devices and gallium nitride power devices connected in parallel and driven independently; The operating condition perception module is configured to receive speed request commands and mode commands sent by the flight control system, and simultaneously collect sensor signals from the electric drive inverter to calculate motor torque, and define the current operating condition mode based on the speed request commands, the mode commands and the motor torque. The intelligent switching decision module is configured to construct a normalized multi-objective cost function based on the operating mode, with power capability, total system loss and electromagnetic interference as optimization objectives, and determine the optimal device configuration among multiple preset device configurations by solving the normalized multi-objective cost function. The hysteresis stabilization and smooth switching execution module is configured to control the hybrid power bridge arm to perform smooth switching of devices according to the optimal device configuration, under the condition of satisfying the preset dual-layer stabilization mechanism.

2. The hybrid power device driving architecture according to claim 1, characterized in that, The sensing signals include DC bus voltage, three-phase current, and rotor position; The operating condition sensing module is further configured as follows: If the motor torque is in the high torque range and the speed request command is in the medium-high speed request range, then the operating mode is defined as a take-off / landing mode or a hovering mode; the range of the high torque range is greater than 80% of the rated torque, and the range of the medium-high speed request range is 70% to 100% of the rated speed; If the motor torque is in the medium torque range and the speed request command is in the high speed request range, then the operating condition mode is defined as a tilt transition mode; the medium torque range is 50% to 80% of the rated torque, and the high speed request range is 80% to 110% of the rated speed; If the motor torque is in the low torque range and the speed request command is in the high speed request range, then the operating mode is defined as cruise mode; the range of the low torque range is less than 50% of the rated torque, and the range of the high speed request range is greater than 110% of the rated speed; If the speed request command is in the extremely low speed request range and the mode command is a standby command, then the operating condition mode is defined as standby mode; the range of the extremely low speed request range is less than 10% of the rated speed.

3. The hybrid power device driving architecture according to claim 1, characterized in that, The expression for the normalized multi-objective cost function is: In the above formula, This is the power capability weighting coefficient. This is the weighting coefficient for the total system loss. This is the electromagnetic interference weighting coefficient. For the sake of power capability, The total system loss cost, At the cost of electromagnetic interference; The intelligent switching decision module is further configured to: calculate the value of the normalized multi-objective cost function of each preset device configuration, and take the preset device configuration with the smallest value as the optimal device configuration.

4. The hybrid power device driving architecture according to claim 3, characterized in that, The power capability cost The acquisition process includes: Calculate the original power-stress ratio ,in, For the current motor power requirement, For safety power margin, For the first k The maximum short-time power that a preset device configuration can provide; The original power stress ratio of each preset device configuration is normalized twice to obtain the power capability cost corresponding to each preset device configuration.

5. The hybrid power device driving architecture according to claim 3, characterized in that, The intelligent switching decision module is specifically configured to dynamically adjust the power capacity weighting coefficient, the total system loss weighting coefficient, and the electromagnetic interference weighting coefficient according to the current operating condition mode. In takeoff and landing mode or hovering mode, the power capability weighting coefficient is 0.6, the total system loss weighting coefficient is 0.3, and the electromagnetic interference weighting coefficient is 0.

1. In the tilt transition mode, the power capability weighting coefficient is 0.4, the total system loss weighting coefficient is 0.35, and the electromagnetic interference weighting coefficient is 0.

25. In cruise mode, the power capability weighting coefficient is 0.1, the total system loss weighting coefficient is 0.6, and the electromagnetic interference weighting coefficient is 0.

3.

6. The hybrid power device driving architecture according to claim 3, characterized in that, The total system loss cost The specific method for obtaining the total loss is as follows: calculate the total loss based on the device conduction loss, switching loss and motor harmonic loss of the corresponding preset device configuration under the current operating condition, and then normalize the total loss. The cost of electromagnetic interference The specific method for obtaining the peak value of conducted electromagnetic interference noise in the frequency band from 150kHz to 30MHz is as follows: and then normalize it. The preset device configurations include individual conduction configurations for silicon carbide power devices, individual conduction configurations for gallium nitride power devices, and parallel conduction configurations for both.

7. The hybrid power device driving architecture according to claim 1, characterized in that, The dual-layer image stabilization mechanism includes a first-layer image stabilization mechanism and a second-layer image stabilization mechanism; The first layer of anti-shake mechanism is switching trigger condition anti-shake, which includes mutually independent conditions A and B that are logically ORed. When either condition is met, the intelligent switching decision module is triggered to recalculate and determine the optimal device configuration. Condition A is for de-jittering during operating mode changes: the newly defined operating mode is continuously maintained for more than the first preset time. Condition B is current threshold hysteresis debounce: the phase current of the electric drive inverter is continuously higher than the set upper current threshold or continuously lower than the set lower current threshold for more than a second preset time.

8. The hybrid power device driving architecture according to claim 7, characterized in that, The first preset time is 500ms, and the second preset time is 200ms; The upper current threshold is 80% of the rated current, and the lower current threshold is 65% of the rated current.

9. The hybrid power device driving architecture according to claim 7, characterized in that, The second-layer anti-jitter mechanism is for switching execution process anti-jitter, specifically including: During smooth switching of devices, the switching frequency of the control drive signal gradually changes from the current frequency to the target frequency with a fixed slope. At the same time, the duty cycle of the branch where the silicon carbide power device and the gallium nitride power device are located is adjusted so that the load current is transferred according to the S-shaped curve and the torque ripple is controlled within the set allowable range.

10. The hybrid power device driving architecture according to claim 7, characterized in that, The second layer of image stabilization also includes a post-switch verification and rollback protection mechanism: Within a preset PWM cycle after the device has smoothly switched over, monitor the instantaneous overshoot of the phase current, the total harmonic distortion of the output current, and the DC bus voltage ripple. If any monitoring indicator exceeds its safety limit, the hybrid power bridge arm is controlled to revert to the device configuration before the switching. When the number of consecutive rollback failures reaches the set limit, the current device configuration is locked and a fault is reported.

11. The hybrid power device driving architecture according to claim 1, characterized in that, The intelligent switching decision module is equipped with transient high-power auxiliary logic: When a transient over-limit of the phase current is detected and the transient high-power flag of the hardware is triggered, the calculation of the normalized multi-objective cost function is skipped, and the hybrid power bridge arm is directly controlled to enter the parallel auxiliary mode in which silicon carbide power devices and gallium nitride power devices are simultaneously turned on, so as to share the impact current. Once the phase current drops to below 80% of the rated current and remains there for more than the set recovery time, the parallel auxiliary mode will automatically exit.

12. The hybrid power device driving architecture according to claim 2, characterized in that, It also includes a device lifetime balancing scheduling module, which is configured to: The switching loss equivalents of the silicon carbide power device and the gallium nitride power device are summed. When the imbalance between the cumulative losses of the silicon carbide power device and the gallium nitride power device exceeds a preset imbalance threshold, the power device with the smaller cumulative loss is selected to perform the switching task, provided that the safety check is passed. Furthermore, within a single flight, the cumulative duration of cruise using silicon carbide power devices triggered by device lifespan equalization scheduling will be limited to no more than 15% of the total cruise duration.

13. The hybrid power device driving architecture according to claim 1, characterized in that, It also includes a fault degradation protection module, which is configured as follows: When an open-circuit or short-circuit fault is detected in the gallium nitride power device, the drive signal of the gallium nitride power device is blocked and the corresponding branch is cut off, so that all subsequent operating conditions are independently undertaken by the silicon carbide power device. Under fault degradation protection, the highest switching frequency is limited to a preset safe frequency, and the maximum output power of the motor is limited according to the current remaining power capability of the silicon carbide power device.

14. A hybrid power device drive control method, characterized in that, Applied to the hybrid power device driving architecture according to any one of claims 1 to 13, the method includes the following steps: It receives speed request commands and mode commands from the flight control system, and simultaneously collects sensor signals from the electric drive inverter to calculate motor torque, and determines the current operating mode based on the speed request commands, the mode commands, and the motor torque. Based on the operating mode, a normalized multi-objective cost function is constructed with power capability, total system loss and electromagnetic interference as optimization objectives. The optimal device configuration is determined from multiple preset device configurations by solving the normalized multi-objective cost function. Under the condition of satisfying the preset dual-layer anti-shake mechanism, the hybrid power bridge arm is controlled to perform smooth switching of devices according to the optimal device configuration.

15. An aircraft, characterized in that, It includes an electric drive inverter, a drive motor, and a flight control system, wherein the electric drive inverter adopts the hybrid power device drive architecture as described in any one of claims 1 to 13.

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