Aviation range extending control system

Abstract

The utility model belongs to the technical field of aviation range-extending control, and particularly relates to an aviation range-extending control system, which comprises a main control module comprising a power supply input end, a first signal input end, a second signal input end and a third signal input end; the input end of the direct-current conversion module is connected to the direct-current bus, and the output end is connected with the power supply input end; the input end of the voltage detection module is connected to the direct-current bus, and the output end is connected with the first signal input end; the input end of the current detection module is connected to the power input / output end of the engine system and the input / output end of the power battery, and the output end of the current detection module is connected with the second signal input end; the clock module is connected with the third signal input end and used for providing a clock source; the main control module stores a running log of the system according to the clock source; the main control module adjusts current and voltage output by the engine system according to sampling current and sampling voltage of the current detection module and the voltage detection module.

Description

Technical Field

[0001] The utility model belongs to the technical field of aviation range extension control, and in particular relates to an aviation range extension control system. Background Art

[0002] A range extender is an auxiliary device used to improve the power performance of automobile or aircraft engines. It increases the compression ratio and mechanical efficiency of the engine by adding an additional compressor or turbocharger to the engine intake system. Generally speaking, range extenders can be divided into single-stage and multi-stage, and the specific choice will be determined by the power required.

[0003] Typically, range extenders are used in places where power output and acceleration need to be increased in a short period of time, such as racing cars or fighter jets. By compressing the air, the engine's fuel can be burned more fully, thereby generating greater power output. In addition, range extenders can also improve the aircraft's high-altitude flight capabilities, because higher altitudes lead to thinner air, and range extenders can add more compressed air to maintain engine performance.

[0004] At present, aviation range extenders mainly use engine control units, namely electronic control units (ECUs), to control the corresponding engine fuel injection control modules, ignition control modules, speed detection modules, engine temperature detection modules, intake pressure detection modules, throttle control modules, etc. The main working principle is to control the engine intake volume by controlling the throttle, thereby controlling the engine speed, and controlling the injection and ignition time pulse width according to the speed.

[0005] However, the functions of the above-mentioned range extender controller are relatively simple, and they only realize the basic functions of the engine. They cannot meet the precise power requirements of the aircraft, and additional controllers need to be added accordingly. Utility Model Content

[0006] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide an aviation range-extended control system, which ensures the normal power demand of the aircraft and avoids overcharging and over-discharging of the power battery by accurately measuring the system voltage and current.

[0007] In order to achieve the above-mentioned purpose and other related purposes, the utility model provides an aviation range-extending control system, wherein the power input / output of the engine system is connected to a DC bus, and a power battery is also connected to the DC bus for ignition and starting of the engine system; the aviation range-extending control system comprises: a main control module, which is used to control the power output of the engine system by controlling the air intake of the engine system, and the main control module comprises: a power supply input terminal, a first signal input terminal, a second signal input terminal, and a third signal input terminal; a DC conversion module, whose input terminal is connected to the DC bus, and whose output terminal is connected to the power supply input terminal, and is used to convert the voltage on the DC bus into the working voltage of the main control module. voltage; a voltage detection module, whose input end is connected to the DC bus and whose output end is connected to the first signal input end; a current detection module, whose input end is respectively connected to the power input / output of the engine system and the input / output end of the power battery, and whose output end is connected to the second signal input end, for detecting the input / output current of the engine system and the power battery; a clock module, which is connected to the third signal input end and is used to provide a clock source; and the main control module stores the operation log of the system according to the clock source; wherein the main control module adjusts the current and voltage output by the engine system according to the sampled current and sampled voltage of the current detection module and the voltage detection module.

[0008] According to a specific embodiment of the utility model, the power supply input end includes a power port and a backup power port, and the output end of the DC conversion module is respectively connected to the power port and to the backup power port through a first diode; wherein the backup power port is also connected to a backup battery through a second diode.

[0009] According to a specific embodiment of the utility model, the third signal input end includes a first crystal oscillator access port and a second crystal oscillator access port, and the clock module includes a first clock unit and a second clock unit corresponding to it; the first clock unit includes: a first crystal oscillator, a first interface connected to the input interface of the first crystal oscillator access port, a second interface grounded, a third interface connected to the output interface of the first crystal oscillator access port, and a fourth interface connected to the second interface; a first matching capacitor, one end of which is connected to the first interface of the first crystal oscillator, and the other end is connected to the second interface of the first crystal oscillator; a second matching capacitor, one end of which is connected to the third interface of the first crystal oscillator, and the other end is connected to the second interface of the first crystal oscillator; the second clock unit includes a second crystal oscillator, and the first interface and the second interface of the second crystal oscillator are respectively connected to the input interface and the output interface of the second crystal oscillator access port.

[0010] According to a specific embodiment of the utility model, the voltage detection module includes: a transient suppression diode, one end of which is connected to the positive line of the DC bus, and the other end of which is connected to the negative line of the DC bus; a first voltage-stabilizing capacitor, one end of which is connected to one end of the transient suppression diode, and the other end of which is connected to the other end of the transient suppression diode; a first voltage-dividing resistor, one end of which is connected to one end of the first voltage-dividing capacitor; a second voltage-dividing resistor, one end of which is connected to the other end of the first voltage-dividing resistor; a third voltage-dividing resistor, one end of which is connected to the other end of the first voltage-dividing resistor, and the other end of which is connected to the other end of the second voltage-dividing resistor; a second voltage-stabilizing capacitor, one end of which is connected to one end of the third voltage-dividing resistor, and the other end of which is connected to the other end of the third voltage-dividing resistor; and the other end of the second voltage-stabilizing capacitor is also grounded; an operational amplifier, a non-inverting input end of which is connected to one end of the second voltage-stabilizing capacitor, an inverting input end of which is connected to the other end of the second voltage-stabilizing capacitor, and an output end of which is connected to the first signal input end through a resistor; wherein the output end of the operational amplifier is also connected to its inverting input end and grounded.

[0011] According to a specific embodiment of the utility model, the second signal input end includes a first electrical signal input port and a second electrical signal input port, and the current detection module includes two detection units corresponding thereto; the input end of one of the detection units is connected to the power input / output of the engine system, and the output end is connected to the first electrical signal input port; the input end of the other detection unit is connected to the input / output end of the power battery, and the output end is connected to the second electrical signal input port; and the detection unit includes: a current sensor for collecting the current output by the engine system / power battery and outputting a corresponding electrical signal; a signal transmission circuit, the input end of which is connected to the output end of the current sensor, and the output end is connected to the first electrical signal input port / second electrical signal input port.

[0012] According to a specific embodiment of the utility model, it also includes: a fuel detection module, which is used to detect the remaining fuel of the engine system; and the main control module also includes a fourth signal input terminal, which is connected to the output terminal of the fuel detection module; wherein the fuel detection module includes: a liquid level detection device, which is used to detect the fuel level in the fuel tank and output a corresponding electrical signal; a signal transmission circuit, whose input terminal is connected to the output terminal of the liquid level detection device, and whose output terminal is connected to the fourth signal input terminal.

[0013] According to a specific embodiment of the utility model, the signal transmission circuit includes: a first resistor, one end of which serves as the input end of the signal transmission circuit; a third diode, the cathode of which is connected to one end of the first resistor and the anode of which is grounded; a first capacitor, one end of which is connected to one end of the first resistor and the other end of which is grounded; a second resistor, one end of which is connected to the other end of the first resistor and the other end of which serves as the output end of the signal transmission circuit; a third resistor, one end of which is respectively connected to the other end of the first resistor and one end of the second resistor and the other end of which is grounded; a second capacitor, one end of which is connected to the other end of the second resistor and the other end of which is grounded.

[0014] According to a specific embodiment of the utility model, it also includes: a communication module for receiving communication signals from other controllers; and the main control module also includes a fifth signal input terminal connected to the output terminal of the communication module; wherein the signal receiving module includes: an optocoupler isolator, the first port of the input terminal is used to connect to the output terminal of other controllers, the second port of the input terminal is grounded, the first port of the output terminal is connected to the fifth signal input terminal, and the second port of the output terminal is grounded; wherein the first port of the input terminal of the optocoupler isolator is also connected to a filtering unit, and the first port of the output terminal pulls up the voltage through a resistor.

[0015] According to a specific embodiment of the utility model, the main control module also includes an enable output terminal for connecting to the control circuit in the engine system; wherein the enable output terminal includes a positive port and a negative port, and an inductor is connected in series to the positive port, and the negative port is grounded.

[0016] According to a specific embodiment of the present utility model, the main control module adopts an STM32 chip.

[0017] The utility model provides an aviation range-extending control system, which samples the voltage and current of the engine system and the power battery of the aircraft to further control the power output of the engine system, avoid overcharging and over-discharging of the power battery, and realize closed-loop control of the engine system, thereby greatly increasing the reliability of the aviation range-extending control system.

[0018] At the same time, a clock source is also provided for the system to store the corresponding operation log and record the execution operation of the system in real time to facilitate subsequent diagnosis and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of the structure of a specific embodiment of an aviation range-extending control system provided by the utility model;

[0020] Figure 2 A circuit topology diagram of a specific embodiment of a main control module in an aviation range-extending control system provided by the utility model;

[0021] Figure 3 A circuit topology diagram of a specific embodiment of a backup power port of a main control module in an aviation range-extending control system provided by the utility model;

[0022] Figure 4 A circuit topology diagram of a specific embodiment of a voltage detection module in an aviation range-extending control system provided by the utility model;

[0023] Figure 5 A circuit topology diagram of a specific embodiment of a signal transmission circuit in an aviation range-extending control system provided by the utility model;

[0024] Figure 6 The present invention provides a circuit topology diagram of a specific embodiment of a communication module in an aviation range-extending control system. DETAILED DESCRIPTION

[0025] In order to facilitate understanding of the present application, the present application will be described more fully below with reference to the relevant drawings. Embodiments of the present application are provided in the drawings. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present application more thorough and comprehensive.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0027] It is understood that the terms "first", "second", etc. used in this application may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish a first element from another element. For example, without departing from the scope of this application, a first resistor may be referred to as a second resistor, and similarly, a second resistor may be referred to as a first resistor. Both the first resistor and the second resistor are resistors, but they are not the same resistor.

[0028] It can be understood that the “connection” in the following embodiments should be understood as “electrical connection”, “communication connection”, etc. if the connected circuits, modules, units, etc. have electrical signals or data transmission between each other.

[0029] It can be understood that “at least one” means one or more, “plurality” means two or more, and “at least a portion of an element” means a part or all of an element.

[0030] When used herein, the singular forms "a", "an", and "said / the" may also include plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "include / comprise" or "have" and the like specify the presence of stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not exclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. At the same time, the term "and / or" used in this specification includes any and all combinations of the relevant listed items.

[0031] First of all, it should be noted that the power input / output of the engine system of an aircraft is usually connected to the DC bus, and the electric energy input on the DC bus is used to start the ignition device in the engine system, so that the fuel in the fuel tank starts to burn. In addition, the electric energy output generated after the engine system works normally is used as the main power source of the aircraft, and is transmitted to each drive motor of the aircraft through the DC bus.

[0032] The aircraft is equipped with a power battery connected to the DC bus to supply the electric energy required by the ignition device. At the same time, the power battery can also maintain the normal operation of some other devices of the aircraft. Since the power input / output of the engine system and the power battery are both connected to the DC bus, the power battery is easily overcharged or over-discharged during the flight of the aircraft, thereby greatly reducing the service life of the power battery.

[0033] Therefore, in order to address the above-mentioned situations, the present application provides an aviation range-extending control system that adjusts the power output of the engine system through voltage and current sampling.

[0034] See also Figure 1-6 As shown, an aviation range extender control system includes: a main control module 10, a DC conversion module 20, a voltage detection module 30, a current detection module 40, and a clock module 50. Among them, it is different from the ECU chip used in the existing aviation range extender. In this embodiment, more functions are integrated and more module units can be added. Therefore, there is a certain demand on the number of pins of the chip, and preferably STM32 can be used to control the power output of the engine system.

[0035] It should be noted that the module units of the aviation range-extending control system include but are not limited to the above. Based on the number of STM32 pins, the required functional modules can be added accordingly for iterative upgrades to further improve the aviation range-extending control system. At the same time, the main control module 10 is not limited to STM32. The control chips that can realize the functions of the main control module in this application are all within the protection scope of this application, and the functions of the main control module 10 will be described in detail below.

[0036] Specifically, the main control module 10 can control the power output of the engine system by controlling the air intake. For example, a corresponding enable signal can be output, and the angle of the servo can be controlled through the servo control circuit to control the air intake. In this embodiment, the main control module 10 at least includes: a power supply input terminal, a first signal input terminal, a second signal input terminal, and a third signal input terminal.

[0037] The power supply input terminal is used to receive the voltage and current required for normal operation. However, since the voltage and current on the DC bus are much larger than the working voltage and current of the main control module 10 , they cannot be directly used to supply the main control module 10 .

[0038] Therefore, the voltage and current on the DC bus are adjusted by the DC conversion module 20, and are supplied to the main control module 10 after conversion so that it can work normally. In practical applications, the DC conversion module 20 can adopt a DCDC converter, for example, with an input end connected to the DC bus and an output end connected to the power supply input end of the main control module 10 to reduce the voltage on the DC bus.

[0039] The first signal input terminal is used to receive the electrical signal fed back by the voltage detection module 30. The input terminal of the voltage detection module 30 is connected to the DC bus, and the output terminal is connected to the first signal input terminal to feed back the collected voltage signal to the main control module 10. The second signal input terminal is used to receive the electrical signal fed back by the current detection module 40. The input terminals of the current detection module 40 are respectively connected to the power input / output of the engine system, such as the power transmission terminal and the power supply terminal of the engine, etc., and are also connected to the input / output terminals of the power battery, that is, the positive / negative poles of the battery, to respectively collect the current flowing through the line and feed it back to the main control module 10 through electrical signals.

[0040] The main control module 10 adjusts the output power of the engine system, that is, the voltage and current, according to the sampled voltage and current, as well as the current operation state of the aircraft. For example, when the aircraft takes off, the required driving power is high, and the output power of the engine system can be increased to avoid the power output of the engine system being insufficient, so that the power battery transmits corresponding electric energy along the DC bus to supplement the driving power required for the aircraft to take off, resulting in over-discharge of the power battery; or when the aircraft lands, the required driving power is gradually decreasing, and the output power of the engine system can be reduced to avoid overcharging the power battery.

[0041] It should be noted here that the power output by the engine system can not only be supplied to the various drive motors and other power devices of the aircraft, but also can be used to charge the power battery along the DC bus. Therefore, when the engine system outputs stable electric energy to the aircraft for normal operation and the power battery for charging, if the electric energy required by the aircraft is reduced, the electric energy for charging the power battery will increase accordingly, causing the power battery to be overcharged. If the charging and discharging process of the power battery cannot be monitored in time, long-term overcharging will seriously affect its service life, and even worse, it will bring safety hazards.

[0042] Therefore, in this embodiment, the voltage detection module 30 and the current detection module 40 are used to perform voltage and current sampling, and the main control module 10 further controls the power output of the engine system to achieve closed-loop control of the engine system.

[0043] In addition, the clock module 50 is correspondingly connected to the third signal input terminal, and is used to provide a clock source to the main control module 10, so as to facilitate its storage of the system's operation log, and can accurately record the time corresponding to the system's execution operation, so as to query the cause of the fault according to the recorded execution operation during subsequent diagnosis and maintenance.

[0044] In a specific embodiment, the main control module 10 and the clock module 50 can be as follows Figure 2 As shown, and corresponding electrical connections are made. Specifically, the main control module 10 uses an STM32 chip as an example, that is, U1 in the figure, and the pin distribution can refer to the figure. Among them, the power supply input end of the main control module (U1) includes a power port (VDD) and a backup power port (VBAT), and when the power port (VDD) is connected to a 3.3V operating voltage, the main control module (U1) is in a normal working mode, and the power output of the engine system can be controlled accordingly; when the power port (VDD) is not connected to a 3.3V operating voltage, the main control module (U1) is in a low power consumption mode, that is, the standby state does not need to extend the range of the engine system. At this time, since the backup power port (VBAT) is also connected to a corresponding power supply voltage, the data of the main control module (U1) storage register can be maintained, and the RTC (Real Time Clock, real-time clock) function can be maintained.

[0045] It should be noted that the power supply port (VDD) is not limited to one port. Figure 2 The VDD pins of the main control module (U1) shown are all power supply ports. Correspondingly, the ground pins VSS of the main control module (U1) are all grounded.

[0046] The clock module 50 includes a first clock unit 51 and a second clock unit 52, and the first clock unit 51 is used to provide a clock source for the main control module (U1) when it is in a normal working mode, and the second clock unit 52 is used to provide a clock source for the main control module (U1) when it is in a low power consumption mode, so as to realize a real-time clock function. It should be noted that when the main control module (U1) is in a normal working mode, the interference caused by the circuit operation or signal transmission in the system is relatively large; while when the main control module (U1) is in a low power consumption mode, the interference caused by the system being basically in a power-off state is relatively small. Therefore, the first clock unit 51 and the second clock unit 52 are correspondingly different.

[0047] In addition, the third signal input port of the main control module (U1) includes a first crystal oscillator access port (OSC IN, OSC OUT) and a second crystal oscillator access port (OSC32 IN, OSC32 OUT), which are connected to the first clock unit 51 and the second clock unit 52 respectively.

[0048] The first clock unit 52 comprises: a first crystal oscillator (X1), a first matching capacitor (C1), and a second matching capacitor (C2); the first interface (1) of the first crystal oscillator (X1) is connected to an input interface (OSC IN) of a first crystal oscillator access port (OSC IN, OSC OUT), the second interface (2) is grounded (GND A2), the third interface (3) is connected to an output interface (OSC OUT) of the first crystal oscillator access port (OSC IN, OSC OUT), and the fourth interface (4) is connected to the second interface (2); the first matching capacitor (C1) has one end connected to the first interface (1) of the first crystal oscillator (X1) and the other end connected to the second interface (2) of the first crystal oscillator (X1); the second matching capacitor (C2) has one end connected to the third interface (3) of the first crystal oscillator (X1) and the other end connected to the second interface (2) of the first crystal oscillator (X1).

[0049] The second clock unit 52 only includes a second crystal oscillator (X2), and the first interface (1) of the second crystal oscillator (X2) is connected to the input interface (OSC32 IN) of the second crystal oscillator access port (OSC32 IN, OSC32 OUT), and the second interface (2) is connected to the output interface (OSC32 OUT) of the second crystal oscillator access port (OSC32 IN, OSC32 OUT).

[0050] It should be noted that the first crystal oscillator (X1) and the second crystal oscillator (X2) are both passive crystal oscillators. Usually, an external matching capacitor can make the crystal oscillator output frequency more accurate. The more accurate it is, the more accurate the clock signal received by the main control module (U1) is, and the smoother the logic instruction process is. However, without an external matching capacitor, the crystal oscillator will also start to oscillate. When the interference in the system has little effect, the frequency deviation range of the passive crystal oscillator can also meet the needs of the main control module (U1). In order to reduce the cost of corresponding device consumables, the second crystal oscillator (X2) is not set with a matching capacitor. At the same time, the models of the first crystal oscillator (X1) and the second crystal oscillator (X2) can be selected according to actual needs and application scenarios, and this embodiment does not limit this.

[0051] Furthermore, in order to ensure that the clock module 50 can provide a real-time clock source for the main control module (U1), the backup power port (VBAT) of the main control module (U1) must always be connected to a power supply voltage. Figure 2 , 3 As shown, the output end of the DC conversion module 20 is also used to connect to the backup power port (VBAT) to provide a 3.3V operating voltage. At the same time, in order to avoid the DC conversion module 20 stopping power transmission, that is, the main control module (U1) is in low power mode and the backup power port (VBAT) has no power source, so that the RTC function cannot be realized. Therefore, a backup battery (BT1) is also provided to be connected to the backup power port (VBAT) to supply power to the backup power port (VBAT) of the main control module (U1) when the DC conversion module 20 has no power output. And because the DC conversion module 20 and the backup battery (BT1) are connected in parallel to the backup power port (VBAT) for power supply, in order to prevent the current from flowing back from the two power sources, two diodes are correspondingly provided to allow the current to flow in one direction.

[0052] Specifically, the output end of the DC conversion module 20 is connected to the positive electrode of the first diode (D1), and the negative electrode of the first diode (D1) is used to connect to the backup power port (VBAT); the positive electrode of the backup battery (BT1) is connected to the positive electrode of the second diode (D2), and the negative electrode is grounded (GND A2). In addition, two voltage stabilizing capacitors C3 and C4 are also connected to the backup power port (VBAT), and one end of C3 and C4 is respectively connected to the backup power port (VBAT), and the other end is grounded (GND A2).

[0053] In addition, the number of pins of the main control module (U1) is large, and the corresponding connection ports are not limited to those described above, and can be set according to actual needs. In a specific embodiment, the main control module (U1) also includes an enable output terminal, which can be used to send an enable signal to the outside, such as sending an enable signal to a related control circuit in the engine system to control the power output of the engine system. For details, please refer to Figure 2As shown, an inductor L is connected in series to the enable output terminal (VDDA) of the main control module (U1), which is used to convert the analog electrical signal output by the main control module (U1) into a digital electrical signal, and the enable output terminal (VDDA) is also grounded through capacitors C5 and C6, one end of the capacitors C5 and C6 are both connected to the enable output terminal (VDDA), and the other end is grounded (GNDA1) for voltage stabilization and filtering. According to the working standard of the chip, the VREF pin needs to be connected to VDDA, therefore, the VREF+ pin of the main control module (U1) is connected to the enable output terminal (VDDA), and the VREF- pin is grounded (GND A1).

[0054] In a specific embodiment, the voltage detection module 30 can be specifically as follows Figure 4 Specifically, the voltage detection module 30 includes: a transient suppression diode (D3), a first voltage-dividing resistor (R1), a second voltage-dividing resistor (R2), a third voltage-dividing resistor (R3), a first voltage-stabilizing capacitor (C7), a second voltage-stabilizing capacitor (C8), and an operational amplifier (U2). One end of the transient suppression diode (D3) is connected to the positive line of the DC bus, and the other end is connected to the negative line of the DC bus, so as to protect the subsequent circuit; one end of the first voltage-stabilizing capacitor (C7) is connected to one end of the transient suppression diode (D3), and the other end is connected to the other end of the transient suppression diode (D3); one end of the first voltage-dividing resistor (R1) is connected to one end of the first voltage-dividing capacitor, and the other end is connected to one end of the third voltage-dividing resistor (R3); one end of the second voltage-dividing resistor (R2) is connected to the other end of the first voltage-dividing capacitor (C7), and the other end is connected to the other end of the third voltage-dividing resistor (R3); one end of the second voltage-dividing capacitor (C8) is connected to one end of the third voltage-dividing resistor (R3), and the other end is respectively connected to the other end of the third voltage-dividing resistor (R3), and is grounded (GND A1). The in-phase input terminal of the operational amplifier (U2) is connected to one end of the second voltage-stabilizing capacitor (C8), the inverting input terminal is connected to the other end of the second voltage-stabilizing capacitor (C8), and the output terminal is connected to the first signal input terminal (UDC Vout) of the main control module (U1) through a resistor R7 to feed back the collected voltage signal. In addition, resistors R4 and R5 are respectively connected in series to the in-phase input terminal and the inverting input terminal of the operational amplifier (U2), the output terminal is connected to the inverting input terminal through a resistor R6, and is also grounded through a capacitor C9 to prevent static electricity from damaging the main control module (U1).

[0055] It should be noted that the voltage detection module 30 is set accordingly to prevent the voltage on the DC bus from being too high and directly burning the main control module (U1). Therefore, in this embodiment, after the voltage is divided by the resistor, the voltage signal is amplified by the operational amplifier and transmitted to the main control module (U1) for identification.

[0056] In a specific embodiment, the second signal input end of the main control module (U1) is provided with a first electric signal input port (BUS1 Current ADC) and a second electric signal input port (BUS2 Current ADC), which are respectively used to receive the electric signals fed back by the current detection module 40 to detect the current on the engine system and the power battery. Correspondingly, the current detection module 40 is also provided with two detection units to detect the magnitude of the current flowing through the engine system and the power battery. Among them, the input end of one detection unit is connected to the power input / output of the engine system, and the output end is connected to the first electric signal input port (BUS1 Current ADC); the input end of the other detection unit is connected to the input / output end of the power battery, and the output end is connected to the second electric signal input port (BUS2 Current ADC). Specifically, the detection unit may include a current sensor for detecting the magnitude of the current input / output of the engine system and the power battery, and feeding back the corresponding electric signal to the main control module (U1); and a signal transmission circuit for transmitting the electric signal fed back by the current sensor to avoid the voltage and current of the electric signal being large and damaging the main control module (U1). Therefore, the input end of the signal transmission circuit is connected to the output end of the current sensor, and the output end is connected to the first electrical signal input port (BUS1 Current ADC) / the second electrical signal input port (BUS2 Current ADC).

[0057] Preferably, the signal transmission circuit can refer to Figure 5 As shown, it includes: a third diode (D4), a first capacitor (C10), a second capacitor (C11), a first resistor (R8), a second resistor (R9), and a third resistor (R10). Among them, one end of the first resistor (R8) is used as the input end of the signal transmission circuit and is used to be connected to the current sensor, and the other end is connected to one end of the second resistor (R9), and the other end of the second resistor (R9) is used as the output end of the signal transmission circuit and is used to be connected to the first electrical signal input port (BUS1 Current ADC) / the second electrical signal input port (BUS2 Current ADC); the cathode of the third diode (D4) is connected to one end of the first resistor (R8), and the anode is grounded (GND A1); one end of the first capacitor (C10) is connected to one end of the first resistor (R8), and the other end is grounded (GND A1); one end of the third resistor (R10) is respectively connected to the other end of the first resistor (R8) and one end of the second resistor (R9), and the other end is grounded (GND A1); one end of the second capacitor (C11) is connected to the other end of the second resistor (R9), and the other end is grounded (GND A1).

[0058] In addition, the aviation range extender control system also includes a fuel detection module, which is used to detect the remaining fuel of the engine system and feed back to the main control module (U1) accordingly; and a communication module, which is used to receive communication signals from other controllers and feed back to the main control module (U1) accordingly. Correspondingly, the fourth signal input terminal (fuel level ADC) and the fifth signal input terminal (SYS IN1) of the main control module (U1) are correspondingly connected thereto to receive the transmitted electrical signals. Specifically, the fuel detection module is composed of a liquid level detection device and a signal transmission circuit. Among them, the signal transmission circuit is used to detect the fuel level in the fuel tank and output a corresponding electrical signal, and the signal transmission circuit can refer to the above-mentioned and Figure 5 As shown, its input end is connected to the output end of the signal transmission circuit, and the output end is connected to the fourth signal input end (fuel level ADC) of the main control module (U1).

[0059] The communication module can be specifically Figure 6 As shown, it includes an optocoupler isolator (UB1), and a filter unit is connected to its input end, specifically, an RC filter composed of a resistor R12 and a capacitor C12. The first port (1) of the input end of the optocoupler isolator (UB1) is connected to other controllers through a resistor R11, and one end of the resistor R12 and the capacitor C12 are both connected to the first port (1) of the input end of the optocoupler isolator (UB1), and the other end is grounded (WGND), and the second port (2) of the input end of the optocoupler isolator (UB1) is also grounded (WGND); the first port (4) of the output end of the optocoupler isolator (UB1) serves as the output end of the communication module and is connected to the fifth signal input end (SYS IN1) of the main control module (U1), and the first port (4) of the output end of the optocoupler isolator (UB1) is also pulled up to a voltage of 3.3V through a resistor R13, and is grounded (GND A2) through a capacitor C13 to prevent static electricity. In addition, the second port (3) of the output end of the optocoupler isolator (UB1) is also grounded (GND A2).

[0060] It should be noted that, since other control devices and the main control module (U1) communicate and interact through digital signals, and the main control module (U1) mainly receives communication signals transmitted by other control devices through the communication module, in order to avoid the main control module (U1) receiving a digital signal with a large voltage and current, which may cause damage to the main control module (U1), in this embodiment, an optical coupler isolator is used for signal transmission. Without departing from the spirit of the utility model, the modifications and embellishments made to the embodiments of the utility model by those skilled in the art still fall within the scope of the utility model patent application of the utility model.

[0061] In summary, the utility model provides an aviation range extender control system, which samples the voltage and current of the engine system and power battery of the aircraft to further control the power output of the engine system, avoid overcharging and over-discharging of the power battery, and achieve closed-loop control of the engine system, thereby greatly increasing the reliability of the aviation range extender control system.

[0062] At the same time, a clock source is also provided for the system to store the corresponding operation log and record the execution operation of the system in real time to facilitate subsequent diagnosis and maintenance.

[0063] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

[0064] In the description of this specification, the descriptions with reference to the terms "some embodiments", "other embodiments", etc. mean that the specific features, structures, materials or features described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. The technical features of the above-described embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. An aviation range-extending control system, It is characterized in that The power input / output of the engine system is connected to a DC bus, and a power battery is also connected to the DC bus for ignition and starting of the engine system; The aviation range-extending control system comprises: A main control module, used for controlling the power output of the engine system by controlling the air intake of the engine system, and the main control module comprises: a power supply input terminal, a first signal input terminal, a second signal input terminal, and a third signal input terminal; A DC conversion module, whose input end is connected to the DC bus and whose output end is connected to the power supply input end, and is used to convert the voltage on the DC bus into the working voltage of the main control module; A voltage detection module, an input end of which is connected to the DC bus, and an output end of which is connected to the first signal input end; A current detection module, the input end of which is respectively connected to the power input / output of the engine system and the input / output end of the power battery, and the output end is connected to the second signal input end, for detecting the input / output current magnitude of the engine system and the power battery; A clock module connected to the third signal input terminal and used to provide a clock source; and the main control module stores the operation log of the system according to the clock source; The main control module adjusts the current and voltage output by the engine system according to the sampled current and sampled voltage of the current detection module and the voltage detection module.

2. The aviation range-extending control system according to claim 1, It is characterized in that The power supply input end includes a power port and a backup power port, and the output end of the DC conversion module is respectively connected to the power port, and is connected to the backup power port through a first diode; Wherein, the backup power port is also connected to a backup battery through a second diode.

3. The aviation range-extending control system according to claim 1, It is characterized in that The third signal input terminal includes a first crystal oscillator access port and a second crystal oscillator access port, and the clock module includes a first clock unit and a second clock unit corresponding thereto; The first clock unit comprises: A first crystal oscillator, wherein the first interface is connected to the input interface of the first crystal oscillator access port, the second interface is grounded, the third interface is connected to the output interface of the first crystal oscillator access port, and the fourth interface is connected to the second interface; a first matching capacitor, one end of which is connected to the first interface of the first crystal oscillator, and the other end of which is connected to the second interface of the first crystal oscillator; a second matching capacitor, one end of which is connected to the third interface of the first crystal oscillator, and the other end of which is connected to the second interface of the first crystal oscillator; The second clock unit includes a second crystal oscillator, and a first interface and a second interface of the second crystal oscillator are respectively connected to an input interface and an output interface of the second crystal oscillator access port.

4. The aviation range-extending control system according to claim 1, It is characterized in that The voltage detection module comprises: A transient voltage suppression diode, one end of which is connected to the positive line of the DC bus and the other end of which is connected to the negative line of the DC bus; A first voltage stabilizing capacitor, one end of which is connected to one end of the transient suppression diode, and the other end of which is connected to the other end of the transient suppression diode; A first voltage-dividing resistor, one end of which is connected to one end of the first voltage-stabilizing capacitor; A second voltage-dividing resistor, one end of which is connected to the other end of the first voltage-stabilizing capacitor; a third voltage-dividing resistor, one end of which is connected to the other end of the first voltage-dividing resistor, and the other end of which is connected to the other end of the second voltage-dividing resistor; A second voltage-stabilizing capacitor, one end of which is connected to one end of the third voltage-dividing resistor, and the other end of which is connected to the other end of the third voltage-dividing resistor; and the other end of the second voltage-stabilizing capacitor is also grounded; an operational amplifier, wherein a non-inverting input terminal is connected to one end of the second voltage-stabilizing capacitor, an inverting input terminal is connected to the other end of the second voltage-stabilizing capacitor, and an output terminal is connected to the first signal input terminal via a resistor; Wherein, the output end of the operational amplifier is also connected to the inverting input end thereof and is grounded.

5. The aviation range-extending control system according to claim 1, It is characterized in that The second signal input end includes a first electrical signal input port and a second electrical signal input port, and the current detection module includes two detection units corresponding thereto; An input end of one of the detection units is connected to the power input / output of the engine system, and an output end is connected to the first electrical signal input port; The input end of another detection unit is connected to the input / output end of the power battery, and the output end is connected to the second electrical signal input port; And the detection unit includes: A current sensor, used to collect the current output by the engine system / power battery and output a corresponding electrical signal; A signal transmission circuit has an input end connected to the output end of the current sensor, and an output end connected to the first electrical signal input port / the second electrical signal input port.

6. The aviation range-extending control system according to claim 1, It is characterized in that Also includes: A fuel detection module, used to detect the remaining fuel amount of the engine system; The main control module further comprises a fourth signal input terminal connected to the output terminal of the fuel detection module; Wherein, the fuel detection module comprises: A liquid level detection device, used to detect the fuel level in the fuel tank and output a corresponding electrical signal; A signal transmission circuit has an input end connected to the output end of the liquid level detection device, and an output end connected to the fourth signal input end.

7. The aviation range-extending control system according to claim 5 or 6, It is characterized in that The signal transmission circuit comprises: A first resistor, one end of which serves as an input end of the signal transmission circuit; a third diode, a cathode of which is connected to one end of the first resistor and a cathode of which is grounded; A first capacitor, one end of which is connected to one end of the first resistor, and the other end of which is grounded; a second resistor, one end of which is connected to the other end of the first resistor, and the other end of which serves as an output end of the signal transmission circuit; A third resistor, one end of which is respectively connected to the other end of the first resistor and one end of the second resistor, and the other end of which is grounded; The second capacitor has one end connected to the other end of the second resistor and the other end grounded.

8. The aviation range-extending control system according to claim 1, It is characterized in that Also includes: A communication module, used for receiving external input communication signals; The main control module further includes a fifth signal input terminal connected to the output terminal of the communication module; Wherein, the signal receiving module includes: An optocoupler isolator, wherein a first port at the input end is used to receive an external input communication signal, a second port at the input end is grounded, a first port at the output end is connected to the fifth signal input end, and a second port at the output end is grounded; Wherein, a filtering unit is further connected to the first port of the input end of the optocoupler isolator, and the voltage of the first port of the output end is pulled up through a resistor.

9. The aviation range-extending control system according to claim 1, It is characterized in that The main control module also includes an enable output terminal for connecting to a control circuit in the engine system; The enabling output terminal includes a positive port and a negative port, and an inductor is connected in series to the positive port, and the negative port is grounded.

10. The aviation range-extending control system according to claim 1, It is characterized in that The main control module adopts STM32 chip.

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