CN109733621B - Hybrid unmanned aerial vehicle of many propulsion modes - Google Patents
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Abstract
The embodiment of the invention discloses a hybrid power unmanned aerial vehicle with multiple propulsion modes, relates to the technical field of unmanned aerial vehicles, and can improve the dynamic property, the economical efficiency and the endurance mileage of the unmanned aerial vehicle. The invention comprises the following steps: the airplane comprises an airplane body 6, wings 8, a tail stay bar 10 and a tail wing 11, wherein the airplane body 6 is provided with an integrated starting/power generation integrated motor-ISG motor 1, an electromagnetic clutch 2, an engine 3, an auxiliary motor 4, a small propeller 5, a power battery 7 and a main propeller 9. This unmanned aerial vehicle can realize the mixture of engine power and battery power, according to the operating mode that unmanned aerial vehicle is located, adopts different propulsion mode, including parallelly connected hybrid propulsion mode, pure electric mode and series connection power generation mode etc. can effectively improve unmanned aerial vehicle's dynamic property, economic nature and continuation of the journey mileage. The invention is suitable for hybrid unmanned aerial vehicles.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicles, in particular to a hybrid power unmanned aerial vehicle with multiple propulsion modes.
Background
With the national policy opening and the encouragement development of the general aviation industry, the application of the unmanned aerial vehicle technology in the military and civil fields is more and more extensive, a large number of unmanned aerial vehicle manufacturing enterprises with equivalent manufacturing scale continuously emerge, and the unmanned aerial vehicle technology is highly popular under the common promotion of the country, the enterprises and the market.
Unmanned aerial vehicle on the present market mainly divides into power battery unmanned aerial vehicle and fuel engine unmanned aerial vehicle through the power form. Both forms of power schemes have inherent drawbacks such as: the power supply is realized by adopting a battery pack to supply power to the motor, which is a power mode adopted by most unmanned aerial vehicles, the flight control response is fast, the power density is high, but the energy density of a power battery (such as a commonly used lithium battery) is lower, and the unmanned aerial vehicle has the advantage of poor cruising range no matter how the weight of a fuselage is reduced; the fuel engine has high power density, the unmanned aerial vehicle has long endurance mileage, but the aircraft control response is slow, and particularly in the flat flight stage, the engine has low working efficiency and the fuel economy is poor.
Therefore, before the power battery technology has been broken through, the industry has started to develop the fuel generator + power battery powered unmanned aerial vehicle, and some experimental products are also appeared at present, such as: a) the fuel engine is used as the main power, the lithium battery is used as the auxiliary power, the endurance can be improved to a certain extent by the auxiliary power under the condition that the requirement on the power of the unmanned aerial vehicle team is low, but the fuel power and the electric power cannot be mutually backed up, so that the improvement of the endurance is restrained, and the economy is not high; b) fuel generator establishes ties with power battery, is charged for power battery by the engine power generation, provides power for unmanned aerial vehicle by power battery, and this is showing the continuation of the journey mileage that has improved unmanned aerial vehicle, but unmanned aerial vehicle dynamic nature exists not enoughly. In addition, current unmanned aerial vehicle fuel engine mostly needs the stay cord to start, and reliability and practicality also remain to improve.
Therefore, the scheme of the existing fuel generator and power battery power supply is still difficult to balance on important indexes such as dynamic performance, economical efficiency and endurance mileage of the unmanned aerial vehicle, and needs to be further improved and optimized.
Disclosure of Invention
The embodiment of the invention provides a hybrid unmanned aerial vehicle with multiple propulsion modes, which is based on the hybrid unmanned aerial vehicle, adopts different propulsion working modes including a parallel hybrid propulsion mode, a pure electric mode, a series power generation mode and the like according to the working condition of the unmanned aerial vehicle, and can effectively improve the dynamic property, the economical efficiency and the endurance mileage of the unmanned aerial vehicle.
In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:
in one aspect, the hybrid unmanned aerial vehicle with multiple propulsion modes provided by the embodiment of the invention comprises an unmanned aerial vehicle body 6, wings 5, a tail stay bar 10 and a tail wing 11, wherein the unmanned aerial vehicle body 6 is provided with an ISG motor 1, an electromagnetic clutch 2, an engine 3, an auxiliary motor 4, a small propeller 5, a power battery 7 and a main propeller 9.
Wing, tail stay and fin are connected to the unmanned aerial vehicle fuselage, regulate and control unmanned aerial vehicle flight attitude through the spoiler on wing and the fin, realize that unmanned aerial vehicle turns to, every single move, operation such as roll.
The unmanned aerial vehicle is equipped with five power supplies, and four little propellers and auxiliary motor distribute in the wing both sides, and the main screw is installed at the fuselage afterbody. An engine, an ISG motor, a power battery and the like are arranged in the middle section of the airplane body, and the position of the engine, the ISG motor, the power battery and the like is determined according to the center of gravity of the airplane.
One end of the ISG motor is connected with the output end of the engine crankshaft through an electromagnetic clutch 2-1, and when the electromagnetic clutch 2-1 is connected, the rotor of the ISG motor is connected with the output end of the engine crankshaft; the other end of the ISG motor is connected with the main propeller through an electromagnetic clutch 2-2, and when the electromagnetic clutch 2-2 is connected, the rotor of the ISG motor is connected with the main propeller.
And the power battery is respectively connected with the four auxiliary motors and the ISG motor through a circuit. The power battery provides electric energy for auxiliary motor, drives little screw and provides partly power for unmanned aerial vehicle.
Further, the propulsion mode of the hybrid unmanned aerial vehicle comprises a parallel hybrid propulsion mode. Under this mode, power battery and engine provide power for unmanned aerial vehicle simultaneously, are applicable to unmanned aerial vehicle take-off and climb the stage and the high altitude full load stage of climbing.
Further, hybrid unmanned aerial vehicle, its propulsion mode includes pure electric mode. Under this mode, only by power battery for unmanned aerial vehicle provides power, be applicable to unmanned aerial vehicle level and fly stage and the stage of descending of slowing down.
Further, the propulsion mode of the hybrid unmanned aerial vehicle comprises a series power generation mode. Under this mode, provide power for whole unmanned aerial vehicle by the engine, be applicable to the level and fly and the insufficient energy stage of power battery.
Compared with the prior art, the invention adopting the technical scheme has the following technical effects:
1. the invention improves the power supply mode of the fuel generator and the power battery on the basis of the existing unmanned aerial vehicle power system, and the fuel engine and the power battery can not only independently and directly provide power for the unmanned aerial vehicle, but also can be connected in parallel and in series to provide power for the unmanned aerial vehicle. Under the parallel condition, the unmanned aerial vehicle is provided with greater assistance, and the dynamic property is embodied; when the power battery provides power alone, the engine can stop working, and only the high-efficiency motor works, so that the economy is embodied; under the series connection condition, unmanned aerial vehicle normally flies, and the engine can charge for power battery, has improved continuation of the journey mileage. Therefore, the unmanned aerial vehicle has the advantages of power performance, economy and endurance mileage.
2. Adopt the ISG motor, be connected it with fuel engine and main screw through electromagnetic clutch, realized unmanned aerial vehicle propulsion's variety. By controlling the on-off of the electromagnetic clutch: the aISG motor is used as a starting motor to directly start the fuel engine, so that manual stay cord starting is avoided, and the reliability, the practicability and the safety are improved; the bISG motor is used as a driving motor and provides power for the main propeller together with the fuel engine, so that the dynamic property of the unmanned aerial vehicle is enhanced; the cISG motor is used as a generator, is driven by a fuel engine, charges a power battery, and improves the endurance mileage of the unmanned aerial vehicle.
3. Hybrid unmanned aerial vehicle adopts the power mode that corresponds under different operating modes, and the operation is simpler. The multi-power mode also improves the anti-interference capability and fault-tolerant capability of the unmanned aerial vehicle, and improves the field survivability of the unmanned aerial vehicle.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a hybrid unmanned aerial vehicle with multiple propulsion modes according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an engine in a start-up mode of operation according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a takeoff climb phase a and a high altitude full load climb phase b in a parallel hybrid propulsion mode according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a pure electric propulsion mode level flight/deceleration landing stage according to an embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a series power generation mode according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating interaction of control signals in an engine start mode of operation, according to an embodiment of the present invention;
fig. 7 is an interaction diagram of control signals of a takeoff climb phase and a b high altitude full load climb phase in a parallel hybrid propulsion mode according to an embodiment of the present invention;
FIG. 8 is an interaction diagram of control signals during a level flight/deceleration landing phase in a pure electric propulsion mode according to an embodiment of the present invention;
FIG. 9 is an interaction diagram of control signals in a series power generation mode according to an embodiment of the present invention;
in the figure, 1-ISG motor, 2-electromagnetic clutch, 3-engine, 4-auxiliary motor, 5-small propeller, 6-fuselage, 7-power battery, 8-wing, 9-main propeller, 10-tail stay bar, 11-empennage, 12-flight control system, 13-engine start signal, 14-flight height signal, 15-flight speed signal, 16-electromagnetic clutch control signal 1, 17-electromagnetic clutch control signal 2, 18-engine speed control signal, 19-engine speed signal, 20-ISG current control signal, 21-SOC signal, 22-ISG motor current, 23-climbing signal, 24-auxiliary motor current control signal, 25-auxiliary motor current, takeoff motor current, 26-full load climbing signal, 27-level flight signal, 28-power generation signal and 29-ISG motor output current.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be understood by those skilled in the art that, unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The embodiment of the invention provides a hybrid unmanned aerial vehicle with multiple propulsion modes, as shown in fig. 1, the unmanned aerial vehicle at least comprises the following components: the airplane comprises an airplane body 6, wings 8, a tail stay bar 10 and a tail wing 11, wherein an ISG starting/power generation integrated motor 1, an electromagnetic clutch 2, an engine 3, an auxiliary motor 4, a small propeller 5, a power battery 7 and a main propeller 9 are installed in the airplane body 6;
the fuselage 6 connects wing 8, tail vaulting pole 10 and fin 11, and the spoiler on wing 8 and the fin 11 is used for right unmanned aerial vehicle's flight attitude is regulated and control to realize that unmanned aerial vehicle turns to, every single move, operation such as roll
Four small propellers 5 and auxiliary motors 4 are distributed on two sides of a wing 8, and a main propeller 9 is arranged at the tail part of a fuselage 6, as shown in figure 1.
The engine 3, the ISG motor 1 and the power battery 7 are placed in the middle section of the fuselage 6, wherein the various components of the fuselage 6 can be positioned according to the aircraft center of gravity.
One end of the ISG motor 1 is connected with the crankshaft output end of the engine 3 through a first clutch part 2-1 of the electromagnetic clutch 2, and when the first clutch part 2-1 is connected in a closed mode, a rotor of the ISG motor 1 is connected with the crankshaft output end of the engine 3;
the other end of the ISG motor 1 is connected with the main propeller 9 through a second clutch part 2-2 of the electromagnetic clutch 2, and when the second clutch part 2-2 is connected in a closed mode, a rotor of the ISG motor 1 is connected with the main propeller 9;
the power battery 7 is respectively connected with the four auxiliary motors 4 and the ISG motor 1, and the power battery 7 is used for providing electric energy for the auxiliary motors 4 and driving the small propellers 5 to provide power for the unmanned aerial vehicle;
the power battery 7 is connected with the ISG motor 1, wherein the power battery 7 provides electric energy for the ISG motor 1 when the working state is a motor, or the power battery 7 receives and stores the electric energy generated by the ISG motor 1 when the working state is a generator.
When the unmanned aerial vehicle starts, the ISG motor 1 is used as a starting motor when the engine 3 stops, wherein the electromagnetic clutch 2-1 is closed, the electromagnetic clutch 2-2 is disconnected, the power battery 7 directly supplies power for the rotor of the ISG motor 1, and the rotor of the ISG motor 1 drives the crankshaft of the engine 3 to rotate so as to start the engine 3.
E.g. as shown in fig. 2, electromagneticallyThe clutch 2-1 is in a closed state and the electromagnetic clutch 2-2 is in an open state. The rotor of the ISG motor 1 is connected with the crankshaft output end of the engine 3, the power battery 7 supplies current to the ISG motor 1, and the rotor of the ISG motor 1 is driven to reach the starting rotating speed VSThereby drive engine 3 and start, after starting, power battery 7 no longer supplies power to ISG motor 1, and ISG motor 1 is in idle state. Engine maintaining idling speed V0。
Specifically, the start control process of the engine 3 includes:
the flight control system 12 judges whether the power battery 7 can have enough electric energy to start the engine 3;
if yes, outputting an electromagnetic clutch control signal 1(16) to the electromagnetic clutch 2-1 to close the electromagnetic clutch 2-1, and outputting an electromagnetic clutch control signal 2(17) to the electromagnetic clutch 2-2 to disconnect the electromagnetic clutch 2-2;
determining the starting rotating speed of the engine 3 according to the flight height signal 14 and the flight speed signal 15 of the unmanned aerial vehicle;
determining the rotating speed of the ISG motor 1 according to the starting rotating speed, wherein the rotating speed of the ISG motor 1 is the same as the starting rotating speed;
and a current control signal is transmitted to the power battery 7, and the power battery 7 provides assistance for the ISG motor 1.
For example, as shown in fig. 6, an engine start signal 13, a power battery SOC signal 21, an unmanned aerial vehicle altitude signal, and an unmanned aerial vehicle flight speed signal 15 are input to the unmanned aerial vehicle flight control system 12, whether the power battery can have enough power to start the engine is determined according to the SOC signal 21, and when the power battery has enough energy, the flight control system 12 controls to output an electromagnetic clutch control signal 1(16) to the electromagnetic clutch 2-1, so that the electromagnetic clutch 2-1 is closed; and outputting an electromagnetic clutch control signal 2(17) to the electromagnetic clutch 2-2 to disconnect the electromagnetic clutch 2-2. Meanwhile, the flight control system 12 determines the starting rotating speed V of the engine according to the flying height signal and the flying speed signal 15SThe preset Map of the altitude, the flight speed and the engine starting speed of the unmanned aerial vehicle is used for determining the ISG motor speed and the ISG motor driving engine according to the rotating speed, the rotating speeds of the ISG motor driving engine and the ISG motor driving engine are the same, and therefore the unmanned aerial vehicle moves towards the airplane from the flight control system 12The power battery transmits a current control signal 1, and the power battery provides assistance for the ISG motor. In order to ensure that the engine can be normally started, an inner ring and an outer ring control method are adopted, the inner ring adopts current feedback tracking control, and the output current of the power battery can reach an expected value; the outer ring adopts the PID control of the engine rotating speed, and the engine rotating speed control signal 18 is compared with the starting rotating speed determined by the flight control system 12, so that the engine can quickly reach the starting rotating speed VS。
When the engine 3 works, the ISG motor 1 can keep idling; the engine 3 is connected with the main propeller 9 through the ISG motor 1 and transmits power to the main propeller 9. At this time, the unmanned aerial vehicle enters a combined hybrid propulsion mode, specifically, the control process of the takeoff climb phase of the unmanned aerial vehicle in the combined hybrid propulsion mode includes:
the flight control system 12 determines the rotating speed of the main propeller 9, the main propeller is connected with the engine at the moment, and V1 is the rotating speed of the engine and the rotating speed of the 4 small propellers 5;
the power battery 7 supplies current to the auxiliary motor 4 of each small propeller 5;
wherein, as shown in part (a) of fig. 3, after the engine 3 is started, the ISG motor 1 is de-energized and idles, and the electromagnetic clutch 2-1 and the electromagnetic clutch 2-2 are energized and closed; at the moment, the crankshaft output end of the engine 3, the ISG motor 1 rotor and the main propeller 9 are connected with each other, and the engine 3 directly drives the main propeller 9 to generate power; meanwhile, the power battery 7 provides electric energy for 4 auxiliary motors 4 on the wing 8, and drives 4 small propellers 5 to provide power for the unmanned aerial vehicle.
For example, as shown in part (a) of fig. 7, in the takeoff and climb phase of the parallel hybrid propulsion mode, the power battery 7 supplies electric energy to the ISG motor 1, at this time, the electromagnetic clutch 2-1 is closed, the ISG motor 1 starts the engine 3, after the engine 3 is started, the ISG motor 1 is powered off and idles, the electromagnetic clutch 2-2 is powered on and closed, at this time, the crankshaft output end of the engine 3, the rotor of the ISG motor 1 and the main propeller 9 are connected with each other, and the engine 3 directly drives the main propeller 9 to generate power; meanwhile, the power battery 7 provides electric energy for 4 auxiliary motors 4 on the wing 8 to drive 4 small propellers 5 to provide power for the unmanned aerial vehicle.
In the takeoff and climb phase, the unmanned aerial vehicle flight control system 12 receives a takeoff and climb signal 23, a power battery SOC signal 21, an unmanned aerial vehicle height signal, an unmanned aerial vehicle flight speed signal 15 and the like, and determines that the main propeller rotation speed V1 is at the moment, the main propeller is connected with the engine, and V1 is the engine rotation speed and the 4 small propeller rotation speed V2. At the moment, the electromagnetic clutches 2-1 and 2-2 are in a closed state, the flight control system 12 controls the power battery to provide current for 4 auxiliary motors, an inner ring and an outer ring control method are still adopted at the moment, the inner ring adopts current feedback control, and the outer ring adopts the PID control of the rotating speed of the auxiliary motors; meanwhile, the flight control system 12 sends an engine speed signal 19 to the engine, and the engine speed signal 19 fed back by the engine is compared with the V1 by adopting PID control, so that the engine can rapidly provide power for the takeoff and climbing of the unmanned aerial vehicle.
When the unmanned aerial vehicle takes off and climbs the stage and the high altitude full load climbs the stage, need effectively to improve unmanned aerial vehicle's dynamic nature. Therefore, when the engine 3 is operated, the ISG motor 1 is connected to the power battery 7 and powers the main propeller 9 together with the engine 3.
Specifically, when the hybrid unmanned aerial vehicle is in the takeoff and climb phase, the unmanned aerial vehicle is adjusted to be in a parallel hybrid propulsion mode. In the mode, the power battery 7 and the engine 3 simultaneously provide power for the unmanned aerial vehicle, when the engine 3 is started, the ISG motor 1 is powered off and idles, the electromagnetic clutch 2-2 is powered on and closed, at the moment, the crankshaft output end of the engine 3, the rotor of the ISG motor 1 and the main propeller 9 are connected with each other, and the engine 3 directly drives the main propeller 9 to generate power; meanwhile, the power battery 7 provides electric energy for 4 auxiliary motors 4 on the wing 8 to drive 4 small propellers 5 to provide power for the unmanned aerial vehicle.
Further, as shown in part (b) of fig. 3, the control process of the high altitude full load climbing phase of the unmanned aerial vehicle in the combined hybrid propulsion mode includes:
the flight control system 12 sends a rotation speed control signal to the engine 3; sending an auxiliary motor current 25 control signal 24 to the power battery 7, and triggering the power battery 7 to output electric energy for the ISG motor 1; the unmanned aerial vehicle is powered by 4 small propellers 5 and a main propeller 9 together; at this time, the power battery 7 provides electric energy for the ISG motor 1, and the ISG motor 1 and the engine 3 jointly drive the main propeller 9. At this moment, the power output of the main propeller 9 is stronger, and the power performance of the unmanned aerial vehicle is further improved.
For example, during a high altitude full load climb phase, as shown in part (b) of FIG. 7, power from the main propeller will be provided by the engine in conjunction with the ISG motor, so that the flight control system 12 needs to provide current to the ISG motor via the power battery in addition to providing the engine speed control signal 18 to the engine and the auxiliary motor current 25 to the power battery.
When the hybrid unmanned aerial vehicle is in the high-altitude full-load climbing stage, the unmanned aerial vehicle is still in a parallel hybrid propulsion mode, at the moment, the unmanned aerial vehicle is still powered by 4 small propellers 5 and 1 main propeller 9, but is different from the ISG motor 1 in the takeoff climbing stage in power-off idling, the power battery 7 provides electric energy for the ISG motor 1 at the moment, the ISG motor 1 and the engine 3 drive the main propeller 9 together, and the power output of the main propeller 9 is stronger at the moment. When the unmanned aerial vehicle is in the flat flight stage and the deceleration landing stage, the unmanned aerial vehicle adopts a pure electric mode.
The unmanned aerial vehicle is powered by 4 small propellers 5, the power battery 7 supplies electric energy to 4 auxiliary motors 4 on the wings 8, meanwhile, the engine 3 is stopped, the electromagnetic clutches 2-1 and 2-2 are disconnected in a power-off mode, and the main propeller 9 does not work in a no-load mode.
Further, when the residual capacity of the power battery 7 is lower than a preset threshold, the electromagnetic clutch 2-1 is closed and the electromagnetic clutch 2-2 is disconnected. At this time, the ISG motor 1 acts as a generator, and converts the mechanical energy of the engine 3 into electric energy to be stored in the power battery 7. For example, when the unmanned aerial vehicle is in a stage of flat flight and insufficient energy of a power battery, the unmanned aerial vehicle adopts a series power generation mode. Under this mode, the engine 3 provides power for the whole unmanned aerial vehicle, at this moment, the electromagnetic clutch 2-1 is closed, the electromagnetic clutch 2-2 is disconnected, the main propeller 9 does not work in an idle load mode, the engine 3 directly drives the ISG motor 1 rotor to cut magnetic induction lines to generate electric energy, the ISG motor 1 serves as a generator to charge the power battery 7 through the built-in rectifier, the power battery 7 provides electric energy for the four auxiliary motors 4 on the wing 8, and the 4 small propellers 5 are driven to provide power for the unmanned aerial vehicle. Engine 3 can work near the most efficient rotational speed this moment, has improved unmanned aerial vehicle's economic nature.
Specifically, as shown in fig. 5, the control process of the series-connected power generation mode of the unmanned aerial vehicle includes:
the flight control system 12 starts the engine 3 by executing a start control process of the engine 3; connecting the electromagnetic clutch 2-1, and disconnecting the electromagnetic clutch 2-2; controlling an engine 3 to directly drive a rotor of an ISG motor 1; the generated alternating current is converted into direct current through a rectifier in the ISG motor 1 to charge a power battery 7; wherein, the main propeller 9 does not work in no-load, and the ISG motor 1 is used as a generator to charge the power battery 7; the auxiliary motor 4 of each small propeller 5 is supplied with current by a power battery 7.
For example, as shown in fig. 8, the unmanned aerial vehicle flight control system 12 receives the power battery SOC signal 21, the unmanned aerial vehicle altitude signal, the unmanned aerial vehicle flight speed signal 15, and the like, and when it is determined that the SOC value is low, the serial power generation mode level flight phase is started according to the working condition of the unmanned aerial vehicle, and at this time, the main control system starts the engine through the start-up mode, then connects the electromagnetic clutch 2-1, and disconnects the electromagnetic clutch 2-2. The flight control system 12 inputs an engine speed control signal 18 to the engine at the desired speed based on the engine characteristics, and the engine is at its maximum operating efficiency. The ISG motor rotor is driven by the engine, and the obtained alternating current is converted into direct current through a rectifier in the ISG motor to charge a power battery. The flight control system 12 calculates the rotating speed of the small propeller keeping the horizontal flight state according to the height signal lamp of the unmanned aerial vehicle, and supplies power to the auxiliary motor through the power battery. The auxiliary motor adopts an inner-outer loop control method, the inner loop adopts current feedback control, and the outer loop adopts PID control of the rotating speed of the auxiliary motor; the engine adopts PID control, and the actual rotating speed is compared with the ideal speed, so that the engine can efficiently provide electric energy for the power battery.
Optionally, as shown in fig. 4, the control process in the pure electric mode of the drone includes:
the flight control system 12 determines the rotating speed of 4 small propellers, and enables the electromagnetic clutch 2-1 and the electromagnetic clutch 2-2 to be in a disconnected state, and the engine 3 is also in a stop state; the auxiliary motor 4 of each small propeller 5 is supplied with current by a power battery 7.
Specifically, under pure electric mode, only provide power for unmanned aerial vehicle by power battery 7, be applicable to the flat stage of flying of unmanned aerial vehicle and the stage of descending that slows down, can reduce unmanned aerial vehicle whole noise, improve unmanned aerial vehicle's economic nature. The pure electric propulsion mode is in the unmanned aerial vehicle level flight stage and the deceleration landing stage, the unmanned aerial vehicle is powered by 4 small propellers 5, the power battery 7 supplies electric energy to 4 auxiliary motors 4 on the wings 8, meanwhile, the engine 3 is stopped, the electromagnetic clutch 2-1 and the electromagnetic clutch 2-2 are disconnected in power supply, and the main propeller 9 does not work in no-load mode.
For example, as shown in fig. 9, when the drone is in the flat flight, deceleration landing stage, the drone is powered by 4 small propellers. The unmanned plane flight control system 12 receives a level flight/deceleration landing signal, a power battery SOC signal 21, an unmanned plane height signal, an unmanned plane flight speed signal 15 and the like, so that the rotating speed of the 4 small propellers is determined. At this time, the electromagnetic clutches 2-1 and 2-2 are in a disconnected state, and the engine is also in a stopped state. The flight control system 12 communicates an auxiliary motor current 25 control signal 24 to the power battery. The power battery provides the electric current to auxiliary motor, in order to realize the quick control of rotational speed to and flight state's stability, adopts interior outer loop control method, and the inner loop adopts current tracking control, and the outer loop adopts robust control, uses auxiliary motor's rotational speed as the input, uses the flying height of aircraft, the acceleration of flight as the output object, and unmanned aerial vehicle's anti external disturbance ability has obvious promotion this moment.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (3)
1. The utility model provides a hybrid unmanned aerial vehicle of many propulsion modes which characterized in that, unmanned aerial vehicle's component part includes at least: the airplane comprises an airplane body (6), wings (8), a tail stay bar (10) and a tail wing (11), wherein an ISG motor (1), an electromagnetic clutch (2), an engine (3), an auxiliary motor (4), a small propeller (5), a power battery (7) and a main propeller (9) are arranged in the airplane body (6);
the unmanned aerial vehicle comprises a vehicle body (6), wings (8), a tail stay bar (10) and an empennage (11), wherein spoilers on the wings (8) and the empennage (11) are used for regulating and controlling the flight attitude of the unmanned aerial vehicle;
four small propellers (5) and auxiliary motors (4) are distributed on two sides of the wing (8), and a main propeller (9) is arranged at the tail part of the fuselage (6);
the engine (3), the ISG motor (1) and the power battery (7) are arranged in the middle section of the machine body (6);
one end of the ISG motor (1) is connected with the crankshaft output end of the engine (3) through a first clutch part (2-1) of the electromagnetic clutch (2), and when the first clutch part (2-1) is connected in a closed mode, a rotor of the ISG motor (1) is connected with the crankshaft output end of the engine (3);
the other end of the ISG motor (1) is connected with the main propeller (9) through a second clutch part (2-2) of the electromagnetic clutch (2), and when the second clutch part (2-2) is connected in a closed mode, a rotor of the ISG motor (1) is connected with the main propeller (9);
the power battery (7) is respectively connected with the auxiliary motor (4) and the ISG motor (1), and the power battery (7) is used for providing electric energy for the auxiliary motor (4) and driving the small propeller (5) to provide power for the unmanned aerial vehicle;
the power battery (7) is connected with the ISG motor (1), wherein the power battery (7) provides electric energy for the ISG motor (1) when the working state is a motor, or the power battery (7) receives and stores the electric energy generated by the ISG motor (1) when the working state is a generator;
the ISG motor (1) is used as a starting motor when the engine (3) is stopped, wherein an electromagnetic clutch (2-1) is closed, the electromagnetic clutch (2-2) is disconnected, a power battery (7) directly supplies power to a rotor of the ISG motor (1), and the rotor of the ISG motor (1) drives a crankshaft of the engine (3) to rotate so as to start the engine (3);
in the independent working mode of the engine (3), the ISG motor (1) keeps idling;
the engine (3) is connected with the main propeller (9) through the ISG motor (1) and transmits power to the main propeller (9);
in a hybrid working mode of the engine (3), the ISG motor (1) is communicated with the power battery (7) and provides power for the main propeller (9) together with the engine (3);
the start control process of the engine (3) includes:
the flight control system judges whether the power battery (7) can have enough electric energy to start the engine (3);
if yes, outputting an electromagnetic clutch control signal 1 to the electromagnetic clutch (2-1) to close the electromagnetic clutch (2-1), and outputting an electromagnetic clutch control signal 2 to the electromagnetic clutch (2-2) to disconnect the electromagnetic clutch (2-2);
determining the starting rotating speed of an engine (3) according to the flying height signal and the flying speed signal of the unmanned aerial vehicle;
determining the rotating speed of the ISG motor (1) according to the starting rotating speed, wherein the rotating speed of the ISG motor (1) is the same as the starting rotating speed;
a current control signal is transmitted to the power battery (7), and the power battery (7) provides assistance for the ISG motor (1);
the control process of the takeoff climbing phase of the unmanned aerial vehicle in the combined hybrid propulsion mode comprises the following steps:
the flight control system determines the rotating speed of a main propeller (9) (the main propeller is connected with an engine at the moment, and V1 is the rotating speed of the engine) and the rotating speed of 4 small propellers (5);
the power battery (7) is used for providing current for the auxiliary motor (4) of each small propeller (5);
after the engine (3) is started, the ISG motor (1) is powered off and idles, and the electromagnetic clutch (2-1) and the electromagnetic clutch (2-2) are powered on and closed; at the moment, the crankshaft output end of the engine (3), the rotor of the ISG motor (1) and the main propeller (9) are connected with each other, and the engine (3) directly drives the main propeller (9) to generate power; meanwhile, a power battery (7) provides electric energy for 4 auxiliary motors (4) on the wings (8) to drive 4 small propellers (5) to provide power for the unmanned aerial vehicle;
the control process of the high-altitude full-load climbing stage of the unmanned aerial vehicle in the combined hybrid propulsion mode comprises the following steps:
the flight control system sends a rotating speed control signal to the engine (3);
sending an auxiliary motor current control signal to the power battery (7), and triggering the power battery (7) to output electric energy for the ISG motor (1);
the unmanned aerial vehicle is powered by 4 small propellers (5) and a main propeller (9); at the moment, the power battery (7) provides electric energy for the ISG motor (1), and the ISG motor (1) and the engine (3) jointly drive the main propeller (9);
the control process of the unmanned aerial vehicle in the series power generation mode comprises the following steps:
the flight control system starts the engine (3) by executing a starting control process of the engine (3);
connecting the electromagnetic clutch (2-1) and disconnecting the electromagnetic clutch (2-2);
controlling an engine (3) to directly drive a rotor of an ISG motor (1);
the generated alternating current is converted into direct current through a rectifier in the ISG motor (1) to charge a power battery (7);
the main propeller (9) does not work in a no-load mode, and the ISG motor (1) serves as a generator to charge the power battery (7); and the power battery (7) is used for providing current for the auxiliary motor (4) of each small propeller (5).
2. Hybrid unmanned aerial vehicle according to claim 1, characterized in that when the remaining charge of the power battery (7) is below a preset threshold, the electromagnetic clutch (2-1) is closed and the electromagnetic clutch (2-2) is opened.
3. The hybrid drone of claim 1, wherein the control process in the pure electric mode of the drone includes:
the flight control system determines the rotating speed of 4 small propellers, and enables the electromagnetic clutch (2-1) and the electromagnetic clutch (2-2) to be in a disconnected state, and the engine (3) is also in a stopped state;
and the power battery (7) is used for providing current for the auxiliary motor (4) of each small propeller (5).
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| CN112706929B (en) * | 2021-01-11 | 2022-04-05 | 南京航空航天大学 | Hybrid power system for fixed wing unmanned aerial vehicle and propelling method |
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