An oil-electric hybrid unmanned aerial vehicle with a maintenance-friendly throttle control

Abstract

The utility model discloses an oil -electricity hybrid type unmanned plane of easy maintenance throttle control device, in the prior art, the oil -electricity hybrid type unmanned plane throttle control device maintenance process still has the problem of room for improvement. The utility model contains internal combustion engine formula oil -electricity hybrid type unmanned plane throttle control device and throttle control circuit, and the oil -electricity hybrid type unmanned plane internal combustion engine throttle handle is equipped with throttle control device, and the throttle control device contains steering wheel, steering wheel arm and connecting rod, and the throttle handle is connected the steering wheel arm of steering wheel through connecting rod, and the steering wheel is fixed on internal combustion engine, and the throttle control circuit contains main control chip GD32F103C8T6, current detection module, voltage detection module and steering wheel. In the technology, when replacing the same type aviation kerosene or gasoline engine, the program and the unmanned plane remote controller do not need to be debugged, only need to match on the mechanical structure can be completed, the replacement and the adaptability are strong, realize energy system double backup, when the engine failure, can also fly normally.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicle (UAV) equipment technology, and in particular to a hybrid UAV with an easy-to-maintain throttle control device. Background Technology

[0002] Drones can be used in various situations, not just for aerial photography. Installing a payload on the bottom of a drone allows for long-distance material transport, conveniently reaching designated locations. However, a large payload can affect its range, leading to the development of hybrid drones to enhance its payload capacity. Currently, drones are mainly classified by power source into electric drones, gasoline-powered drones, and hybrid drones. Electric drones primarily use lithium batteries, offering high stability, reliability, and adaptability to different terrains, but with limited range. Gasoline-powered drones primarily use fuel, increasing range, but suffer from poor reliability, limited terrain adaptability, and are prone to crashes. Hybrid drones, using fuel as the primary power source and lithium batteries as a secondary source, combine the advantages of both types and are gradually becoming a development trend, effectively addressing the need for longer drone ranges. In existing technologies, the internal combustion engine of gasoline-powered drones can be gasoline, aviation kerosene, or heavy oil engines. Taking gasoline engines as an example, their throttle control is sometimes electronically fuel-injected and sometimes carburetor-based. Electronically fuel-injected engines control the amount of fuel injected through a solenoid valve. The solenoid valve receives a PWM (Pulse Width Modulation) signal from the ECU (Engine Control Unit) and adjusts the valve core opening by changing the duty cycle. For example, a 20% duty cycle corresponds to idle speed, while an 80% duty cycle outputs the maximum throttle, achieving continuously variable transmission.

[0003] A search revealed that application number 201920672641.X, with an application date of May 13, 2019, and a utility model titled "A Hybrid Unmanned Aerial Vehicle," states:

[0021] ...The fuel tank 12 is connected to the fuel engine 8 via a fuel pipeline. The fuel pipeline is equipped with a throttle control solenoid valve, a fuel filter, and an air filter. The throttle control solenoid valve is controlled by a controller 11... The overall cost of an internal combustion engine using a throttle control solenoid valve is two to three times higher than that of a drone using a conventional carburetor-type internal combustion engine (gasoline engine). The cost of aviation kerosene or heavy oil engines is also high. The subsequent maintenance labor and parts costs for gasoline engines with throttle control solenoid valves are high, requiring highly skilled maintenance personnel, which is not conducive to non-professional maintenance personnel handling emergency fuel system malfunctions. In addition, since the throttle parameters of both types of fuel injection drones still need to be programmed to match the drone remote controller for remote control when flying at high altitudes, it is more suitable to choose a high-quality, low-cost, low-maintenance, and easy-to-maintain internal combustion engine as the power source for hybrid electric drones. Utility Model Content

[0004] This invention addresses the shortcomings in the maintenance of throttle control devices for hybrid unmanned aerial vehicles (UAVs) in the prior art, by providing a hybrid UAV with an easy-to-maintain throttle control device that features a simple structure and high adaptive control accuracy.

[0005] The technical solution of this utility model is to provide a hybrid unmanned aerial vehicle (UAV) with an easy-to-maintain throttle control device having the following structure: a throttle control device and a throttle control circuit for a hybrid UAV containing an internal combustion engine-type throttle control device. The throttle control device is located at the throttle handle of the internal combustion engine in the hybrid UAV. The throttle control device includes a servo motor, a servo arm, and a connecting rod. The throttle handle is connected to the servo arm of the servo motor via the connecting rod. The servo motor is fixed to the internal combustion engine. The throttle control circuit includes a main control chip GD32F103C8T6, a current detection module, a voltage detection module, and the servo motor. The signal input terminal of the current detection module is connected in series to the working circuit of the generator and battery in the hybrid UAV. 2 Pin C connects to the I / O pin of the main control chip. 2 Pin C, the main control chip's output pin PA4 outputs PWM signals with different duty cycles to drive the servo motor to rotate forward and backward. The servo motor drives the throttle lever to reciprocate through the servo arm. The voltage detection module detects the generator's output voltage and inputs it to pin PA3 of the main control chip. The main control chip compares it with the predetermined maximum allowable voltage value to control the servo motor to rotate in the direction of reducing the throttle.

[0006] Preferably, the current detection module is model INA219, and the main control chip I... 2 The C pins are PA5 and PA6, and the I pins of the current detection module are... 2 Pins C are 3 and 4, and the working current signal detected in the generator circuit is input to pins 6 and 2 of the detection module.

[0007] Preferably, the voltage detection module includes a voltage divider resistor sampling circuit, which collects the generator's output voltage and inputs it to the PA3 pin of the main control chip.

[0008] Preferably, the internal transmission gears of the servo motor are made of copper or stainless steel.

[0009] Preferably, the hybrid electric drone is a gasoline-powered or aviation kerosene-powered hybrid electric drone.

[0010] Preferably, pin PB5 of the main control chip GD32F103C8T6 is connected to the hybrid drone control module via a PWM signal interface and is powered by the hybrid drone battery.

[0011] Preferably, the lever arm lengths of the servo arm and the throttle handle are equal.

[0012] Compared with existing technologies, the hybrid electric UAV with the easy-to-maintain throttle control device of this invention has the following advantages: 1. During production and use, when replacing the same type of aviation kerosene or heavy oil engine, the program and drone remote controller do not need to be adjusted. Only mechanical matching is required, which makes it easy to replace and adapt.

[0013] 2. It enables drones to fully utilize the high energy density of fuel engines, greatly extending flight time and hovering time, and optimizing and improving performance; at the same time, it has dual backup for the energy system, so that it can still fly normally even if the engine fails.

[0014] 3. In addition to providing forward propulsion power for the drone, the generator can also charge the battery with its excess power, ensuring that the battery is fully charged during each landing and guaranteeing flight safety. If the engine fails during flight, the battery will automatically take over, thus achieving dual backup of the energy system and enabling normal flight even when the engine fails.

[0015] 4. Therefore, smaller capacity batteries can be used, reducing battery weight by about 50%, which reduces the overall weight of the device and improves energy efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This utility model Figure 1 Enlarged structural diagram at point A (in Chinese text); Figure 3 This is a utility model Figure 2 Enlarged structural diagram at point B; Figure 4 This is a flowchart of the process in this utility model; Figure 5 This is a circuit diagram of the main control chip GD32F103C8T6 in the throttle control circuit of this utility model; Figure 6 This is a circuit diagram of the current detection module in the throttle control circuit of this utility model; Figure 7 This is a circuit diagram of the generator voltage detection module in the throttle control circuit of this utility model; Figure 8 This is the circuit diagram of the servo control interface in this utility model.

[0017] In the attached diagram, number 1 represents the internal combustion engine, 2 represents the UAV, 1-1 represents the throttle handle, 1-2 represents the linkage, 1-3 represents the servo arm, and 1-4 represents the servo motor. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0019] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the hybrid electric drone with its easy-to-maintain throttle control device: This solution communicates with the hybrid electric drone platform via a PWM signal interface. The internal combustion engine 1 in the hybrid electric drone can be a commercially available carburetor-type gasoline engine or an aviation kerosene-type internal combustion engine. The internal power module converts the power supply of the hybrid electric drone 2 to 5V to directly power the servos 1-4, and then converts the 5V to 3.3V through other DC step-down circuits to power the microcontroller.

[0020] like Figure 1-3 As shown, this embodiment includes a throttle control device and a throttle control circuit for an internal combustion engine-type hybrid unmanned aerial vehicle 2. The throttle control device is provided at the throttle handle 1-1 of the internal combustion engine 1 in the hybrid unmanned aerial vehicle 2. The throttle control device includes a servo motor 1-4, a servo arm 1-3 and a connecting rod 1-2. The throttle handle 1-1 is connected to the servo arm 1-3 of the servo motor 1-4 through the connecting rod 1-2. The servo motor 1-4 is fixed on the internal combustion engine 1.

[0021] like Figure 4-8 As shown, the throttle control circuit includes a main control chip GD32F103C8T6, a current detection module, a voltage detection module, and servos 1-4. The signal input terminal of the current detection module is connected in series to the working circuit between the generator and the battery in the hybrid electric UAV 2. A power distribution panel is located in the middle of the two circuits to electrically connect the motors of each axis. When the current detection module detects the working current and direction in the circuit, the I signal of the current detection module is activated. 2 Pin C transmits it to the I signal of the main control chip. 2 Pin C, after data processing inside the main control chip, outputs PWM signals with different duty cycles through pin PA4 to drive servo motors 1-4 to rotate forward and backward. Servo motors 1-4 drive throttle handle 1-1 to reciprocate through servo arm 1-3. After the voltage detection module detects the output voltage of the generator, it inputs it to pin PA3 of the main control chip. The main control chip controls the cut-off position of servo motors 1-4 according to the corresponding voltage output by the generator driven by internal combustion engine 1.

[0022] The main control chip GD32F103C8T6 connects to the hybrid drone control module via a PWM signal interface at pin PB5, and is powered by the hybrid drone's battery. The throttle control circuit is controlled by buttons extended from the hybrid drone's remote controller, and this throttle control circuit is also powered by the hybrid drone's battery.

[0023] like Figure 7 As shown, the voltage detection module detects the generator's output voltage and inputs it to pin PA3 of the main control chip. The main control chip compares this voltage with a predetermined maximum allowable voltage value to control the servo motor 1-4 to rotate in the direction of decreasing throttle. The throttle control device transmits the angle of its reciprocating swing to the throttle handle 1-1 through the linkage 1-2 structure, thereby increasing or decreasing the throttle.

[0024] The voltage detection module contains a voltage divider resistor sampling circuit that collects the generator's output voltage and inputs it to pin PA3 of the main control chip. The voltage detection module collects the generator's voltage and determines the voltage increase state when the throttle of internal combustion engine 1 is increased, thus constraining the maximum operating speed of the generator driven by internal combustion engine 1 within a reasonable range, thereby limiting the generator's maximum output voltage. Taking a gasoline engine as an example, the idle speed is approximately 4000 rpm at startup, and the generator's normal operating speed is approximately 7200 rpm. When the operator sends a signal to start using generator power via the remote control, the engine speed will increase from 4000 rpm to approximately 7000 rpm. At this time, the throttle controller enters an automatic judgment state, using the current detection module to determine whether the battery or generator is providing power. When the battery is powered or the drone 2 needs to ascend, the throttle is increased to raise the engine speed, increasing the generator's output current and correspondingly increasing the voltage, thus ensuring both flight and charging capabilities.

[0025] Generally, when the generator reaches 7000 RPM, the output is approximately 73 volts. When the battery's reference voltage is 72 volts, the engine will charge the battery. The maximum charging cutoff voltage for the battery is set to 74 volts. If the engine suddenly accelerates to 7600 RPM and approaches 75 volts, the generator output voltage signal input to the PA3 pin of the main control chip will be processed by the main control chip and output to pull back the servos 1-4 to reduce the throttle, so that the engine's charging voltage does not exceed 74 volts, thus preventing the battery from overcharging.

[0026] like Figure 6 As shown, the current detection module is model INA219, and the main control chip's I... 2 The C pins are PA5 and PA6, and the I pins of the current detection module are... 2Pins 3 and 4 are C-type pins, and pins 6 and 2 are used to input the generator's measured operating current signal into the detection module. The INA219 current detection module acquires current through the I²C interface. Its core principle is to measure the voltage difference across a shunt resistor and combine this with internal hardware calculations to achieve high-precision current detection. The key to current measurement lies in an external precision shunt resistor. Current flowing through this resistor generates a tiny voltage drop. The chip's internal high-precision ADC measures this voltage, and then, through a programmable calibration value and an internal multiplier, directly calculates the current value in amperes. When wiring, the precision resistor is connected in series between the power supply and the load, with the INA219's pins VIN+ and VIN− connected to the two sides of the resistor, respectively.

[0027] like Figure 2 As shown, the generator, the motors of each axis of UAV 2, and the generator are connected in parallel via a distributor. A current detection module is connected to the circuit linking the generator and the battery to measure the magnitude and direction of the operating current. If the current in the circuit from the generator towards the battery and UAV 2 is zero, it indicates that the motors of UAV 2 are primarily powered by the battery, and the generator is neither charging the battery nor supplying power to UAV 2. This could lead to a risk during landing if the battery is depleted. In this case, the main control chip needs to control the servos 1-4 to increase the throttle and boost the engine's output voltage and current. If the generator is driven by the internal combustion engine 1 at a suitable speed, and the generated electricity can power the entire circuit of UAV 2, then the current in the circuit from the generator towards the battery will not be zero.

[0028] In this design, servo motors 1-4 control the throttle of the internal combustion engine 1, driving the generator to a predetermined speed to charge the battery and simultaneously provide operating current to the UAV 2. The battery serves as a backup power source, preventing power shortages during operation or landing. During level flight, the generator not only provides forward propulsion for the hybrid UAV 2 but also charges the battery with excess power. While charging the battery, it is not used as a power source but only supplies power to onboard equipment, ensuring the battery is fully charged during each landing and guaranteeing flight safety. In the event of engine failure, the battery immediately activates, ensuring normal flight of the UAV 2, thus achieving dual backup of the energy system.

[0029] The transmission gears inside servo motor 1-4 are metal gears. Using hardened transmission gears can greatly reduce the failure rate of servo motor 1-4, making the UAV 2 safer to operate at high altitudes. The lever arm lengths of servo arm 1-3 and throttle handle 1-1 are equal, forming a parallelogram structure with parallel and equal opposite sides, which makes it easier to achieve consistency in the swing angles of throttle handle 1-1 and servo motor 1-4.

[0030] Hybrid drones can be either gasoline-powered or aviation kerosene-powered. At the same power output, these two types of internal combustion engines are lighter, saving fuel and increasing the drone's range. Furthermore, these two types of internal combustion engines have high energy density per unit volume, which increases with fuel consumption. In contrast, while the battery weight remains constant, its operating voltage continuously decreases, resulting in increasingly higher current output to maintain the same power output, potentially causing the drone to crash. If a gasoline engine is used to drive a generator, the resulting hybrid drone can carry a payload of 30-60 kg, enabling it to carry sufficient cylindrical objects and quickly and safely transport goods.

[0031] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device, characterized in that: This device includes a throttle control unit and circuit for a hybrid electric drone with an internal combustion engine. The throttle control unit is located at the throttle lever of the internal combustion engine. This unit comprises a servo motor, a servo arm, and a connecting rod. The throttle lever is connected to the servo arm via the connecting rod, and the servo motor is fixed to the internal combustion engine. The throttle control circuit includes a main control chip (GD32F103C8T6), a current detection module, a voltage detection module, and the servo motor. The signal input terminal of the current detection module is connected in series to the operating circuits of the generator and battery in the hybrid electric drone. 2 Pin C connects to the I / O pin of the main control chip. 2 Pin C, the main control chip's output pin PA4 outputs PWM signals with different duty cycles to drive the servo motor to rotate forward and backward. The servo motor drives the throttle lever to reciprocate through the servo arm. The voltage detection module detects the generator's output voltage and inputs it to pin PA3 of the main control chip. The main control chip compares it with the predetermined maximum allowable voltage value to control the servo motor to rotate in the direction of reducing the throttle.

2. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The current detection module is model INA219, and the main control chip's I... 2 The C pins are PA5 and PA6, and the I pins of the current detection module are... 2 Pins C are 3 and 4, and the working current signal detected in the generator circuit is input to pins 6 and 2 of the detection module.

3. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The voltage detection module contains a voltage divider resistor sampling circuit, which collects the generator's output voltage and inputs it to the PA3 pin of the main control chip.

4. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The internal transmission gears of the servo motor are made of copper or stainless steel.

5. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The hybrid electric drone is either a gasoline-powered or an aviation kerosene-powered hybrid electric drone.

6. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The main control chip GD32F103C8T6 has its PB5 pin connected to the hybrid drone control module via a PWM signal interface and is powered by the hybrid drone battery.

7. The hybrid unmanned aerial vehicle with an easy-to-maintain throttle control device according to claim 1, characterized in that: The lever arm lengths of the servo arm and the throttle handle are equal.

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