An aircraft auxiliary power system
By adjusting the operating status of the turbine and compressor with a controller, and combining energy storage batteries and generators, the problem of low energy utilization in aircraft auxiliary power systems has been solved, achieving efficient energy utilization and automated system control, and reducing energy waste and carbon emissions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- AECC HUNAN AVIATION POWERPLANT RES INST
- Filing Date
- 2024-05-06
- Publication Date
- 2026-06-23
Smart Images
Figure CN118323448B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft auxiliary power control technology, and more specifically to an aircraft auxiliary power system. Background Technology
[0002] Based on aircraft control requirements, existing gas turbine auxiliary power units (APUs) generally provide bleed air and output shaft power (electric power). APUs typically need to fulfill the following functions: providing power for main engine starting, providing bleed air, providing power for short ground stops and maintenance, and providing emergency power during flight. The use of APUs allows aircraft to start their main engines without relying on ground power or gas supply vehicles, and provides bleed air and power without starting the main engine, while also increasing flight safety. However, because APUs currently need to provide auxiliary power for aircraft ground maintenance, air conditioning systems, and electronic equipment, their operating time has increased significantly; the ratio of APU operating time to flight time for civil aircraft has reached approximately 0.85. Based on these considerations, there is a need for APUs to continuously reduce fuel consumption rates.
[0003] For a typical auxiliary power unit (APU) that starts the main engine and provides bleed air, the operating time in bleed air mode is much longer than the operating time in main engine start mode. The bleed air status of the APU can be determined by three physical parameters: bleed air temperature, bleed air pressure, and bleed air flow rate. Due to the operating temperature limitations of the aircraft piping system, the bleed air temperature usually has a relatively fixed maximum limit. In reality, the bleed air temperature is relatively stable throughout the entire envelope of the APU's operation. Taking a certain type of APU as an example, its bleed air temperature varies within a range around 450K.
[0004] A single auxiliary power unit (APU) has a maximum bleed air flow rate under specific atmospheric conditions (let's say M; exceeding this value may cause the APU exhaust temperature to exceed a limit). The actual bleed air flow rate (not exceeding the maximum value M) is usually determined by the aircraft's requirements. Conversely, the bleed air pressure varies significantly across the entire envelope. For example, a certain type of APU has a bleed air pressure of approximately 400 kPa at a standard sea-level temperature of 15°C; it decreases to 200 kPa at high altitudes; and it rises to 550 kPa at a sea-level temperature of -40°C. Therefore, even a carefully designed APU will exhibit significant variations in bleed air pressure under different environmental conditions.
[0005] In existing technologies, the bleed air pressure of the auxiliary power unit is in a surplus state most of the time, wasting excess bleed air energy and reducing the working efficiency of the auxiliary power unit. Even when the auxiliary power unit is not outputting bleed air, excess high-pressure gas still needs to be released through the anti-surge valve to prevent compressor surge. Both of these situations result in energy waste and are not conducive to reducing carbon emissions.
[0006] Due to the limitation of bleed air pressure, the boost ratio of the auxiliary power unit compressor is generally no more than 4.5, which is far less than the optimal boost ratio required for thermodynamic cycle analysis. This also results in a lower thermal efficiency of the auxiliary power unit.
[0007] The output power and bleed air energy of a gas turbine engine can be adjusted by the fuel supply rate. When the gas turbine engine operates at its design point (usually at maximum operating speed), it has high output power and high energy utilization efficiency. However, because the bleed air and electrical power requirements of an aircraft are constantly changing, traditional gas turbine auxiliary power units deviate from their efficient design point most of the time, operating in an inefficient state. Summary of the Invention
[0008] Therefore, the technical problem to be solved by the present invention is to overcome the problem of low energy utilization in the existing aircraft auxiliary power system, thereby providing an aircraft auxiliary power system.
[0009] To achieve the above objectives, the present invention provides the following technical solution:
[0010] This invention provides an aircraft auxiliary power system, comprising: a controller, a gas turbine engine, a turbine, a compressor, an energy storage battery, a first generator, a second generator, and an electric motor. The controller, based on a command signal, switches its own operating mode and controls the turbine, compressor, first generator, second generator, and electric motor connected to it to switch operating states. The gas turbine engine provides mechanical energy to the first generator and outputs first bleed air, which provides environmental control bleed air for the aircraft's environmental control system or starting bleed air for the aircraft's main engine. The turbine, connected to the gas turbine engine and the second generator, depressurizes the first bleed air while inputting the mechanical energy generated internally into the second generator. The compressor, connected to the gas turbine engine and the electric motor, depressurizes the first bleed air under the action of the electric motor. At least one of the first generator, second generator, and energy storage battery supplies power to the electric motor or the aircraft. When the energy storage battery's charge is less than a first threshold, the first generator and / or the second generator charge the energy storage battery.
[0011] The aircraft auxiliary power system provided by this invention includes a turbine that depressurizes the first bleed air output from the gas turbine engine, and a compressor that boosts the pressure of the first bleed air. Therefore, when the aircraft requires different pressures of first bleed air for environmental control or main engine start-up, the controller can control the pressure of the first bleed air by adjusting the operating state of the turbine or compressor. When the first bleed air passes through the turbine, the excess pressure acts on the turbine, allowing the mechanical energy generated by the turbine to be converted into electrical energy by a second generator and stored in an energy storage battery. The mechanical energy output by the gas turbine engine can also be converted into electrical energy by the first generator and stored in the energy storage battery. When the aircraft's power demand increases, the electrical energy in the energy storage battery is released to power the aircraft, thereby achieving effective utilization of mechanical and electrical energy in the system, saving system energy consumption, improving energy efficiency, and reducing carbon emissions.
[0012] In one optional implementation, when the aircraft's environmental control system requires bleed air, the controller is in bleed air mode. When the pressure of the first bleed air is greater than the required pressure of the environmental control system, the turbine depressurizes the first bleed air and outputs the second bleed air to provide bleed air for the environmental control system. The turbine inputs the mechanical energy generated by the first bleed air to the second generator, and the first and second generators together supply power to the aircraft. When the energy storage battery's charge is less than a first threshold, the first and second generators also together charge the energy storage battery.
[0013] In one optional implementation, when the aircraft's environmental control system requires bleed air, the controller is in bleed air mode, and when the pressure of the first bleed air is less than the required pressure of the environmental control system, the first generator supplies power to the aircraft and the electric motor; the compressor, under the action of the electric motor, pressurizes the first bleed air and outputs the third bleed air to provide bleed air to the environmental control system; when the charge of the energy storage battery is less than a first threshold, the first generator also charges the energy storage battery.
[0014] In one optional implementation, when the aircraft's environmental control system requires bleed air or the aircraft's main engine requires start-up bleed air, the controller is in bleed air mode or main engine start-up mode, and when the pressure of the first bleed air is consistent with the required pressure of the environmental control system or the main engine, the gas turbine engine directly provides bleed air to the environmental control system or provides start-up bleed air to the main engine; the first generator supplies power to the aircraft; when the energy storage battery's charge is less than a first threshold, the first generator also charges the energy storage battery; when the energy storage battery's charge is greater than a second threshold, the energy storage battery supplies power to the aircraft.
[0015] In one optional implementation, when the aircraft's main engine needs to start bleed air, the controller is in the main engine start mode, and when the pressure of the first bleed air is less than the required pressure of the main engine, the first generator supplies power to the aircraft and the electric motor; the compressor, under the action of the electric motor, pressurizes the first bleed air and outputs the third bleed air to provide start bleed air for the main engine; when the charge of the energy storage battery is less than a first threshold, the first generator also charges the energy storage battery.
[0016] In one optional implementation, when the aircraft is under maintenance and the controller is in maintenance mode, neither the environmental control system nor the main engine requires bleed air. The turbine discharges the first bleed air to prevent surge in the gas turbine engine. After the turbine inputs the mechanical energy generated by the first bleed air into the second generator, the first generator and the second generator together supply power to the aircraft. When the energy storage battery's charge is less than a first threshold, the first generator and the second generator also charge the energy storage battery together.
[0017] The aircraft auxiliary power system provided by this invention, when the aircraft has no bleed air requirement, the first bleed air generated by the gas turbine engine is discharged through the turbine. In order to utilize the pressure in the first bleed air and improve energy utilization, the turbine converts the pressure of the first bleed air into mechanical energy and outputs it to the second generator. The second generator then converts the mechanical energy into electrical energy and stores it in the energy storage battery, thereby improving energy utilization and avoiding energy waste.
[0018] In one alternative implementation, when the aircraft malfunctions during flight, the controller is in emergency mode, and the pressure of the first bleed air is less than the required pressure of the environmental control system or the main engine, the first generator supplies power to the aircraft and the electric motor; the compressor, under the action of the electric motor, pressurizes the first bleed air and outputs the third bleed air, then provides environmental control bleed air to the environmental control system or starting bleed air to the main engine; when the energy storage battery has a charge greater than a second threshold, the energy storage battery supplies power to the aircraft.
[0019] In one alternative embodiment, the aircraft auxiliary power system further includes: an energy distributor connected to a controller, an energy storage battery, a first generator, a second generator, and an electric motor, which receives electrical energy from the first generator and the second generator under the control of the controller and supplies power to at least one of the aircraft, the energy storage battery, and the electric motor; the energy distributor is also used to receive electrical energy from the energy storage battery.
[0020] In one optional embodiment, the aircraft auxiliary power system further includes: a first gas distributor, a second gas distributor, and a third gas distributor, wherein the first gas distributor is connected to a controller, a gas turbine engine, a turbine, a compressor, and the third gas distributor; the second gas distributor is connected to the controller, the turbine, and the third gas distributor; and the third gas distributor is connected to the compressor; the first gas distributor, the second gas distributor, and the third gas distributor are all used to provide a passage for the first bleed air after switching on / off states under the control of the controller.
[0021] The aircraft auxiliary power system provided by this invention has a controller that can electrically control the switching states of the first gas distributor, the second gas distributor, and the third gas distributor according to its different operating modes, thereby adjusting the direction of the bleed air passage inside the system, improving the system's automation level, and increasing control efficiency.
[0022] In one alternative embodiment, the aircraft auxiliary power system further includes: a heat exchanger and a cooling device, wherein the heat exchanger is connected to the gas turbine engine and the turbine and is used to adjust the temperature of the first bleed air entering the turbine; and the cooling device is connected to the turbine and is used to cool the depressurized first bleed air output from the turbine.
[0023] The aircraft auxiliary power system provided by this invention has a high temperature of the first bleed air after passing through the turbine. The cooling device can reduce the temperature of the first bleed air and improve the service life of the equipment that receives the first bleed air in the subsequent stage. Attached Figure Description
[0024] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0025] Figure 1 This is a composition diagram of a specific example of an aircraft auxiliary power system according to an embodiment of the present invention;
[0026] Figure 2 This is a composition diagram of another specific example of an aircraft auxiliary power system according to an embodiment of the present invention;
[0027] Figures 3(a) to 3(b) This is a schematic diagram of two operating states of a compressor according to an embodiment of the present invention;
[0028] Figures 4(a) to 4(c) This is a schematic diagram of three operating states of a turbine according to an embodiment of the present invention;
[0029] Figure 5 This is a schematic diagram of a working state of the compressor and turbine combined in the air-controlled bleed mode according to an embodiment of the present invention.
[0030] Figure 6 This is a schematic diagram of the working state of an aircraft auxiliary power system in the environmental control bleed air mode according to an embodiment of the present invention.
[0031] Figure 7 This is a schematic diagram of another working state of the aircraft auxiliary power system under the environmental control bleed air mode according to an embodiment of the present invention;
[0032] Figure 8 This is a schematic diagram of another operating state of the aircraft auxiliary power system in the environmental control bleed air mode or the main engine start mode according to an embodiment of the present invention.
[0033] Figure 9 This is a schematic diagram of another operating state of the aircraft auxiliary power system in the main engine start mode according to an embodiment of the present invention.
[0034] Figure 10 This is a schematic diagram of the working state of an aircraft auxiliary power system in maintenance mode according to an embodiment of the present invention.
[0035] Figure 11 This is a schematic diagram of the working state of an aircraft auxiliary power system in emergency mode according to an embodiment of the present invention.
[0036] Figure 12 This is a composition diagram of another specific example of an aircraft auxiliary power system according to an embodiment of the present invention. Detailed Implementation
[0037] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0038] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can also refer to the internal connection of two components; and they can refer to a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0040] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.
[0041] In related technologies, aircraft auxiliary power systems (APS) are commonly used to provide bleed air for the aircraft's environmental control system, start-up bleed air for the main engine, and output shaft power (i.e., electrical power). When the aircraft's required bleed air pressure and electrical power change, it is usually necessary to adjust the operating state of the gas turbine engine within the APS, adjusting the bleed air energy and output power to meet the aircraft's needs. The bleed air energy and output power of the gas turbine engine can be adjusted by the fuel supply rate. When the gas turbine engine operates at its design point (i.e., maximum operating state), fuel consumption is lowest. Therefore, adjusting the gas turbine engine's operating state inevitably causes it to deviate from its design point, thereby increasing the aircraft's fuel consumption and causing the APS to operate in an inefficient state. Furthermore, the bleed air pressure of the aircraft APS is in a surplus state most of the time, resulting in wasted bleed air energy, low energy utilization, and reduced operating efficiency. To avoid these problems...
[0042] This invention provides an aircraft auxiliary power system, such as... Figure 1 As shown, it includes: controller 1, gas turbine engine 2, turbine 3, compressor 4, energy storage battery 5, first generator 6, second generator 7 and electric motor 8.
[0043] Figure 1 In the middle, the controller 1 is used to control the turbine 3, compressor 4, first generator 6, second generator 7 and motor 8 connected to it to switch their working states after switching its own working mode based on the command signal.
[0044] Specifically, Figure 1In this process, the control signal of controller 1 comes from the aircraft control system (or the pilot's cockpit control system, generally the pilot's cockpit control system has a higher priority). The aircraft control system or the pilot sends the bleed air demand and electrical power demand signals of the aircraft to controller 1. Controller 1 combines the remaining power (State of Charge, SOC) of the energy storage battery 5, atmospheric environmental pressure and ambient temperature to regulate the operating mode of turbine 3, compressor 4, first generator 6, second generator 7 and electric motor 8.
[0045] Figure 1 In the middle, the gas turbine engine 2 is used to provide mechanical energy to the first generator 6 and output the first bleed air, which is used to provide environmental control bleed air for the aircraft's environmental control system or to provide starting bleed air for the aircraft's main engine.
[0046] Specifically, Figure 1 In this system, the mechanical energy output by the gas turbine engine 2 and the pressure of the first bleed air can be adjusted by the fuel supply rate. In order to reduce the fuel consumption rate of the gas turbine engine 2, the gas turbine engine should be set and kept operating at its design point (i.e., maximum operating state). At this time, the mechanical energy output by the gas turbine engine 2 and the pressure of the first bleed air are fixed. The mechanical energy is used to drive the first generator 6 to work and output electrical power to supply power to the aircraft. The first bleed air is used to provide environmental control bleed air for the aircraft's environmental control system or to provide starting bleed air for the aircraft's main engines.
[0047] Figure 1 In the middle, turbine 3 is connected to gas turbine engine 2 and second generator 7. It is used to depressurize the first bleed air and input the mechanical energy generated inside it into the second generator 7.
[0048] Specifically, Figure 1 In order to maintain the lowest fuel consumption rate of the gas turbine engine 2, when the bleed air pressure required for starting the aircraft's environmental control system or main engine is lower than the first bleed air pressure, the turbine 3 is introduced to depressurize the first bleed air before providing bleed air for starting the environmental control system or main engine. Simultaneously, the turbine 3 generates mechanical energy under the excess pressure of the first bleed air inside it, and then inputs this mechanical energy into the second generator 7. This allows the second generator 7 to output electrical power to supply electricity to the aircraft or electric motor 8. The electrical power can also be stored in the energy storage battery 5. This ensures that the gas turbine engine 2 maintains the lowest fuel consumption rate while improving energy utilization and reducing the overall energy consumption of the aircraft's auxiliary power system.
[0049] Figure 1 In the middle, compressor 4 is connected to gas turbine engine 2 and electric motor 8, and is used to pressurize the first bleed air under the action of electric motor 8.
[0050] Specifically, Figure 1 In order to maintain the lowest fuel consumption rate of the gas turbine engine 2, when the bleed air pressure required for the start-up of the aircraft's environmental control system or main engine is greater than the first bleed air pressure, the compressor 4 is introduced to pressurize the first bleed air and then provide bleed air for the start-up of the environmental control system or main engine, thereby reducing the overall energy consumption of the aircraft's auxiliary power system.
[0051] Specifically, Figure 1 Since turbine 3 and compressor 4 are connected to the gas turbine engine only through bleed air pipelines and have no mechanical connection, the operating status of turbine 3 and compressor 4 can be controlled using the control signal from controller 1, thereby achieving flexible control of bleed air pressure. This decoupling of bleed air pressure from the gas turbine engine is achieved.
[0052] Figure 1 In this configuration, at least one of the first generator 6, the second generator 7, and the energy storage battery 5 is used to power the electric motor 8 or the aircraft; when the energy storage battery 5 has a charge less than a first threshold, the first generator 6 and / or the second generator 7 charge the energy storage battery 5.
[0053] Specifically, Figure 1 In this system, the energy storage battery 5 can help the aircraft's auxiliary power system cope with power demands under extreme conditions, and can adjust the operating efficiency of the auxiliary power unit to maintain a high level under the control of the controller 1. When the aircraft's electrical power demand is less than the power output capacity of the gas turbine engine at its design point, the first generator 6 and the second generator 7 can store excess electrical energy in the energy storage battery 5, or the aircraft's electrical power can be directly provided by the energy storage battery 5; when the aircraft's electrical power demand is greater than the power output capacity of the gas turbine engine at its design point, the energy storage battery 5 will output the electrical energy stored inside to supplement the aircraft's additional power demand.
[0054] Optionally, the second generator 7 and the motor 8 can be two independent motors, or they can be the same motor that functions as both a motor and a generator. The motor needs to be connected to the turbine 3 and the compressor 4 with a clutch to ensure that the operation of each device does not affect the others.
[0055] Preferably, the energy storage battery 5 is a power-type lithium-ion battery, combining the advantages of supercapacitors' high-power charging and discharging capabilities with the high energy density of lithium-ion batteries. The individual cell voltage exhibits good consistency, and its remaining state of charge (SOC) can be accurately estimated using the open-circuit voltage, thus enabling a better individual cell balancing strategy. The battery operates in a shallow charge-discharge mode. These advantages, combined with a robust thermal management system, result in high safety, reliability, and a long service life. Since the primary function of the power-type battery is to regulate the operating conditions of the gas turbine engine, it does not require prolonged high-power discharge; therefore, the battery capacity requirement is limited, and its weight can be controlled within a reasonable range.
[0056] Specifically, the energy storage battery 5 employs a "battery swapping strategy." Based on the aircraft's auxiliary power system and scheduled maintenance cycle, a possible battery swapping cycle is 1 year / 300 hours / 900 starts / 100 effective complete cycles. Replaced battery packs can be sent back to the manufacturer for quality testing; batteries that pass the test can continue to be used. Because the batteries are independent units and easy to replace, battery replacement has minimal impact on the overall maintainability of the auxiliary power system. By adopting this strategy, battery reliability and safety can be improved, and battery management complexity can be reduced.
[0057] It should be noted that the output power of the gas turbine engine 2 needs to be adjusted in conjunction with the remaining state of charge (SOC) of the battery. In normal mode, the SOC of the energy storage battery 5 is set to operate within the range of 50%-70%. When the energy storage battery 5 has a low charge, the power distributor 9 charges the energy storage battery 5; when the energy storage battery 5 has a high charge, the power distributor 9 stops charging the energy storage battery 5.
[0058] The aircraft auxiliary power system provided in this embodiment allows the turbine 3 to depressurize the first bleed air output from the gas turbine engine 2, and the compressor 4 to pressurize the first bleed air output from the gas turbine engine 2. Therefore, when the aircraft requires different pressures of first bleed air for environmental control or main engine start-up, the controller 1 can control the pressure of the first bleed air by adjusting the operating state of the turbine 3 or the compressor 4. Thus, different auxiliary power system bleed air requirements from the aircraft can be met using the same gas turbine engine 2, requiring only a change in the operating state of the compressor 4 or the turbine 3. Since there is no mechanical connection between the turbine 3, compressor 4, and gas turbine engine 2, flexible control of the bleed air pressure can be achieved. The bleed air pressure is decoupled from the gas turbine engine 2, allowing for convenient changes to the operating states of the turbine 3 and compressor 4 without altering the operating state of the gas turbine engine 2.
[0059] The aircraft auxiliary power system provided in this embodiment, when the first bleed air passes through the turbine 3, the excess pressure of the first bleed air acts on the turbine 3, thereby enabling the mechanical energy generated by the turbine 3 to be converted into electrical energy by the second generator 7 and stored in the energy storage battery 5. The mechanical energy output by the gas turbine engine 2 can also be converted into electrical energy by the first generator 6 and stored in the energy storage battery 5. When the aircraft's power demand increases, the electrical energy in the energy storage battery 5 is released to power the aircraft, thereby achieving effective utilization of mechanical and electrical energy in the system, saving system energy consumption, improving energy utilization efficiency, and reducing carbon emissions. At the same time, this embodiment can be a dedicated auxiliary power unit for hybrid power systems. Compared with conventional gas turbine auxiliary power units, under the same conditions, the novel gas turbine auxiliary power unit of this embodiment has smaller size and weight, higher reliability and lifespan, and better economy and maintainability.
[0060] In some alternative implementations, such as Figure 2 As shown, the aircraft auxiliary power system also includes: an energy distributor 9, which is connected to the controller 1, the energy storage battery 5, the first generator 6, the second generator 7 and the electric motor 8. Under the control of the controller 1, the energy distributor receives the electrical energy from the first generator 6 and the second generator 7 and supplies power to at least one of the aircraft, the energy storage battery 5 and the electric motor 8. The energy distributor 9 is also used to receive the electrical energy from the energy storage battery 5.
[0061] Specifically, Figure 2 In this system, controller 1 controls the power distribution logic of power distributor 9 based on the aircraft's bleed air and power demand signals. The power distributor can aggregate the power output from the first generator 6 and the second generator 7 and output power to supply the aircraft or electric motor 8. When the energy storage battery 5 has a low charge and the power required by the aircraft is less than the output power of the power distributor 9, the power distributor 9 stores the excess power from the first generator 6 and the second generator 7 into the energy storage battery 5. When the energy storage battery 5 has a high charge and the power required by the aircraft is high, the energy storage battery 5 outputs its internal power through the power distributor 9 to supply power to the aircraft.
[0062] For example, Figure 2In the above scenario, assuming the remaining SOC of the energy storage battery 5 is 60%, the bleed air flow demand of the gas turbine engine 2 is stable, and the aircraft's electrical power demand decreases, the operating state of the gas turbine engine 2 does not need to be changed. Excess electrical power in the system is stored as electrical energy in the energy storage battery 5. When the remaining SOC of the energy storage battery 5 approaches 70%, the energy storage battery 5 stops charging, and the gas turbine engine 2 reduces its fuel consumption rate to adapt to the change in electrical power demand. Alternatively, assuming the remaining SOC of the energy storage battery 5 is 60%, the aircraft's electrical power demand is stable, and the bleed air flow demand increases, the fuel supply rate can remain unchanged, and the output electrical power of the gas turbine engine 2 can be reduced (with unchanged fuel supply and increased bleed air flow, the output electrical power of the gas turbine engine 2 will decrease), with excess electrical power provided by the energy storage battery 5. When the remaining SOC of the energy storage battery 5 approaches 50%, the energy storage battery 5 stops discharging, and the gas turbine engine 2 increases its fuel consumption rate to adapt to the change in bleed air flow demand.
[0063] In some alternative implementations, such as Figure 2 As shown, the aircraft auxiliary power system also includes: a first gas distributor 10, a second gas distributor 11, and a third gas distributor 12. The first gas distributor 10 is connected to the controller 1, the gas turbine engine 2, the turbine 3, the compressor 4, and the third gas distributor 12. The second gas distributor 11 is connected to the controller 1, the turbine 3, and the third gas distributor 12. The third gas distributor 12 is connected to the compressor 4. The first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 are all used to provide a passage for the first bleed air after switching on / off states under the control of the controller 1.
[0064] Specifically, Figure 2 In this system, controller 1 controls the on / off states of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 based on the aircraft's bleed air and electrical power demand signals. This changes the flow path of the first bleed air output from the gas turbine engine 2, allowing the first bleed air to enter the turbine 3 through the first gas distributor 10 and then the second gas distributor 11, or enter the compressor 4 through the first gas distributor 10 and then the third gas distributor 12, or directly enter the third gas distributor 12 through the first gas distributor 10. Controller 1 can also control the second gas distributor 11 to discharge or input the bleed air output from the turbine 3 to the third gas distributor 12, and controller 1 can control the third gas distributor 12 to output bleed air.
[0065] Specifically, Figures 3(a) to 3(b)This diagram illustrates two operating states of compressor 4. Under standard sea-level conditions, the bleed air pressure of the auxiliary power system easily meets the aircraft's requirements. However, at high altitudes or at high altitudes, due to the significant drop in atmospheric pressure, the corresponding bleed air pressure also drops significantly. In this case, the bleed air pressure of the auxiliary power system may not meet the aircraft's operational requirements, necessitating secondary pressurization.
[0066] (1) Figure 3(a) shows the working mode of compressor 4, where the first bleed gas output by gas turbine engine 2 is input to compressor 4 through the first gas distributor 10 for secondary pressurization, and the pressurized bleed gas is output through the third gas distributor 12.
[0067] (2) Figure 3(b) shows the mode in which the compressor 4 is not working and the first bleed gas is directly output through the first gas distributor 10 and the third gas distributor 12.
[0068] Specifically, Figures 4(a) to 4(c) This diagram illustrates two operating states of turbine 3. For the auxiliary power system designed for a sea-level standard day, the lowest temperature within the operating envelope can reach -50 degrees Celsius. At low temperatures, the corresponding bleed air pressure increases, potentially leading to excess bleed air pressure in the auxiliary power system. Therefore, it is necessary to reduce the bleed air pressure.
[0069] (1) Figure 4(a) shows the working mode of the turbine 3. The first bleed gas output by the gas turbine engine 2 is input to the turbine 3 through the first gas distributor 10 for depressurization. The depressurized bleed gas is then output through the second gas distributor 11 and the third gas distributor 12 in sequence.
[0070] (2) Figure 4(b) shows the mode in which the aircraft does not require bleed air, but in order to prevent the gas turbine engine 2 from surging, the turbine 3 operates, the first bleed air is depressurized, and then discharged through the second gas distributor 11 and the anti-surge valve in sequence.
[0071] (3) Figure 4(c) shows the mode in which the turbine 3 is not working and the first bleed gas is directly output through the first gas distributor 10 and the third gas distributor 12.
[0072] Specifically, Figure 5 This is a schematic diagram of the working state of the turbine 3 and compressor 4 combined. The turbine 3 and compressor 4 can meet all the bleed air requirements of the aircraft.
[0073] In some alternative implementations, such as Figure 6As shown, when the aircraft's environmental control system requires bleed air, the controller 1 is in bleed air mode. When the pressure of the first bleed air is greater than the required pressure of the environmental control system, the turbine 3 depressurizes the first bleed air and outputs the second bleed air to provide bleed air for the environmental control system. The turbine 3 inputs the mechanical energy generated by the first bleed air to the second generator 7, and the first generator 6 and the second generator 7 together supply power to the aircraft. When the charge of the energy storage battery 5 is less than the first threshold, the first generator 6 and the second generator 7 also together charge the energy storage battery 5.
[0074] Specifically, Figure 6 In the context of an aircraft operating in a low-temperature environment on a flat surface, where the aircraft's environmental control system requires bleed air, the first bleed air pressure output by the gas turbine engine 2 is approximately 550 kPa. The bleed air pressure requirement of the aircraft's environmental control system is around 300-400 kPa, meaning the first bleed air pressure is sufficient. To ensure the first bleed air pressure meets the aircraft's requirements, the controller 1 adjusts the on / off states of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 based on the aircraft control system's demand signal and the SOC of the energy storage battery 5. This allows the high-pressure first bleed air to enter the turbine 3 through the first gas distributor 10, driving the turbine 3 to operate. The turbine 3 then depressurizes the first bleed air and outputs the second bleed air, which is subsequently output through the second gas distributor 11 and the third gas distributor 12, providing the aircraft's environmental control system with appropriately pressurized bleed air.
[0075] Specifically, Figure 6 During operation, when turbine 3 is running, the excess pressure inside the first bleed air as it passes through turbine 3 is converted into mechanical energy and input to the second generator 7. The second generator 7 converts the mechanical energy into electrical energy and inputs it to the power distributor 9. The mechanical energy of gas turbine engine 2 is also converted into electrical energy by the first generator 6 and input to the power distributor 9. The power distributor 9 outputs electrical power. Since the output electrical power of the auxiliary power system can meet the needs of the aircraft under this environment, the power distributor 9 inputs the excess electrical energy into the energy storage battery 5 for storage.
[0076] It should be noted that, under these conditions, the gas turbine engine 2 prioritizes meeting the aircraft's bleed air flow requirements; the bleed air pressure is regulated by the turbine 3, and the remaining charge (SOC) of the energy storage battery 5 is set to operate within a range of 50%-70%; when the aircraft's electrical power changes, the electrical power adjustment is primarily provided by the energy storage battery 5; when the adjustment capacity of the energy storage battery 5 is exceeded, the gas turbine engine 2 adjusts by changing the fuel supply rate.
[0077] In some alternative implementations, such as Figure 7As shown, when the aircraft's environmental control system requires bleed air, the controller 1 is in bleed air mode, and when the pressure of the first bleed air is less than the required pressure of the environmental control system, the first generator 6 supplies power to the aircraft and the electric motor 8; the compressor 4, under the action of the electric motor 8, pressurizes the first bleed air and outputs the third bleed air to provide bleed air for the environmental control system; when the charge of the energy storage battery 5 is less than the first threshold, the first generator 6 also charges the energy storage battery 5.
[0078] Specifically, as shown in Figure 4, when the aircraft is in a high-temperature environment on a flat surface and the aircraft's environmental control system requires bleed air, the first bleed air pressure output by the gas turbine engine 2 is approximately 300 kPa in this environment. The bleed air pressure requirement of the aircraft's environmental control system is approximately 350-450 kPa. The aircraft needs more bleed air energy for air conditioning in a high-temperature environment, meaning the pressure of the first bleed air is insufficient. To ensure that the pressure of the first bleed air meets the aircraft's requirements, the controller 1 adjusts the on / off states of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 based on the demand signal from the aircraft control system and the SOC of the energy storage battery 5. This allows the low-pressure first bleed air to enter the compressor 4 through the first gas distributor 10. Simultaneously, the controller 1 controls the power distributor 9 to drive the motor 8 to supply power to the compressor 4, causing the compressor 4 to boost the pressure of the first bleed air and output the third bleed air. The third bleed air is then output through the third gas distributor 12, providing the aircraft's environmental control system with appropriately pressurized bleed air.
[0079] Specifically, in Figure 4, when the aircraft is in a high-altitude ground environment and the aircraft's environmental control system requires bleed air, the first bleed air pressure output by the gas turbine engine 2 in this environment is about 200 kPa, and the bleed air pressure requirement of the aircraft's environmental control system is about 250-350 kPa. The energy requirement for environmental control bleed air in the high-altitude environment is limited, that is, the pressure of the first bleed air is insufficient, and the working state of the auxiliary power system is the same as that in the high-temperature environment of the plain.
[0080] It should be noted that, due to the fact that the design point output power of the gas turbine engine 2 is greater than the power requirement of the aircraft's environmental control bleed air in the high-temperature plain and high-altitude environments, and that the output power of the auxiliary power system can meet the needs of the aircraft in this environment, the power distributor 9 inputs the excess power into the energy storage battery 5 for storage.
[0081] In one alternative implementation, such as Figure 8As shown, when the aircraft's environmental control system requires bleed air or the aircraft's main engine requires start-up bleed air, controller 1 is in environmental bleed air mode or main engine start-up mode. When the pressure of the first bleed air is consistent with the required pressure of the environmental control system or the main engine, the gas turbine engine 2 directly provides environmental bleed air to the environmental control system or provides start-up bleed air to the main engine; the first generator 6 supplies power to the aircraft; when the charge of the energy storage battery 5 is less than the first threshold, the first generator 6 also charges the energy storage battery 5; when the charge of the energy storage battery 5 is greater than the second threshold, the energy storage battery 5 supplies power to the aircraft.
[0082] Specifically, Figure 8 When the pressure of the first bleed air matches the pressure required by the environmental control system or the main engine, and the aircraft is in a low-temperature environment or a normal-temperature environment on the plains, the auxiliary power system has the following three operating modes:
[0083] (1) When the aircraft is in a low-temperature environment on a plain and the main engine of the aircraft needs to start bleed air, the first bleed air pressure output by the gas turbine engine 2 in this environment is about 550 kPa, and the required pressure for starting the main engine of the aircraft is about 450-550 kPa. Due to the high viscosity of the lubricating oil in the low-temperature state, starting the main engine requires higher bleed air energy, that is, the pressure of the first bleed air meets the required pressure for starting the main engine. The controller 1 adjusts the on / off state of the first gas distributor 10, the second gas distributor 11 and the third gas distributor 12 according to the demand signal of the aircraft control system and the SOC of the energy storage battery 5, so that the first bleed air is output through the first gas distributor 10 and the third gas distributor 12 in sequence to provide starting bleed air for the main engine of the aircraft.
[0084] (2) When the aircraft is in a plain, normal-temperature environment and the aircraft's environmental control system requires bleed air, the first bleed air pressure output by the gas turbine engine 2 is approximately 400 kPa in this environment. The bleed air pressure required for the main engine startup is approximately 300-400 kPa, meaning the pressure of the first bleed air meets the requirements of the environmental control system. The controller 1 adjusts the on / off states of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 according to the demand signals from the aircraft control system and the SOC of the energy storage battery 5, so that the first bleed air is output sequentially through the first gas distributor 10 and the third gas distributor 12, providing bleed air for the aircraft's environmental control system.
[0085] (3) When the aircraft is in a plain ground environment with normal temperature, and the main engine of the aircraft needs to start bleed air, the first bleed air pressure output by the gas turbine engine 2 in this environment is about 400 kPa, and the bleed air pressure required for the main engine of the aircraft to start is about 350-450 kPa. Compared with the low temperature state, starting the main engine in the normal temperature state requires less bleed air energy, that is, the pressure of the first bleed air meets the pressure required for the main engine to start, but the electrical power output and bleed air flow of the combustion auxiliary power system cannot meet the needs of the aircraft at the same time.
[0086] therefore, Figure 8 In this process, controller 1 adjusts the on / off states of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 based on the demand signals of the aircraft control system and the SOC of the energy storage battery 5. This causes the first bleed air to be output sequentially through the first gas distributor 10 and the third gas distributor 12, providing starting bleed air for the aircraft's main engine. The first generator 6 and the second generator 7, under the control of controller 1, jointly output electrical power through the power distributor 9. Because the design point output power of the gas turbine engine 2 is less than the power requirement for starting the aircraft's main engine under normal ground conditions, the gas turbine engine 2 needs to operate near its maximum operating state, prioritizing the supply of bleed air energy. This results in insufficient electrical power output from the auxiliary power system. At this time, the energy storage battery 5 discharges to meet the aircraft's electrical power requirements.
[0087] It should be noted that the controller 1 can flexibly control the charging and discharging state of the energy storage battery 5 according to the remaining power SOC inside the energy storage battery 5 and the power requirements of the aircraft, so as to meet the power requirements of the aircraft.
[0088] In some alternative implementations, such as Figure 9 As shown, when the main engine of the aircraft needs to start bleed air, the controller 1 is in the main engine start mode, and when the pressure of the first bleed air is less than the required pressure of the main engine, the first generator 6 supplies power to the aircraft and the electric motor 8; the compressor 4 pressurizes the first bleed air under the action of the electric motor 8 and outputs the third bleed air to provide start bleed air for the main engine; when the charge of the energy storage battery 5 is less than the first threshold, the first generator 6 also charges the energy storage battery 5.
[0089] Specifically, Figure 9In the above scenario, when the aircraft is in a high-temperature environment on a flat surface and the main engine needs to start bleed air, the first bleed air pressure output by the gas turbine engine 2 is approximately 300 kPa, while the bleed air pressure requirement of the aircraft's environmental control system is approximately 350-450 kPa. In the above scenario, when the aircraft is in a high-altitude environment and the main engine needs to start bleed air, the first bleed air pressure output by the gas turbine engine 2 is approximately 200 kPa, while the bleed air pressure requirement of the aircraft's environmental control system is approximately 250-350 kPa. In both of these environments, compared to the low-temperature condition, starting the main engine requires less bleed air energy, meaning the first bleed air pressure is insufficient.
[0090] Specifically, Figure 9 In order to ensure that the pressure of the first bleed air meets the needs of the aircraft, the controller 1 adjusts the on / off state of the first gas distributor 10, the second gas distributor 11, and the third gas distributor 12 according to the demand signal of the aircraft control system and the SOC of the energy storage battery 5. This allows the low-pressure first bleed air to enter the compressor 4 through the first gas distributor 10. At the same time, the controller 1 controls the power distributor 9 to drive the motor 8 to supply power to the compressor 4, so that the compressor 4 pressurizes the first bleed air and outputs the third bleed air. The third bleed air is output through the third gas distributor 12 to provide the aircraft's environmental control system with environmental control bleed air of suitable pressure.
[0091] Specifically, Figure 9 In the process, due to the high temperature ground environment on the plains and the high plateau ground environment, the design point output power of the gas turbine engine 2 is less than the power requirement for starting the main engine of the aircraft. The gas turbine engine 2 needs to work near the high state and prioritizes to provide high pressure bleed air energy, resulting in insufficient output power of the auxiliary power system. At this time, the energy storage battery 5 discharges to meet the electric power requirements of the aircraft.
[0092] In some alternative implementations, such as Figure 10 As shown, when the aircraft is under maintenance, the controller 1 is in maintenance mode, and neither the environmental control system nor the main engine requires bleed air. The turbine 3 discharges the first bleed air to prevent surge in the gas turbine engine 2. After the turbine 3 inputs the mechanical energy generated by the first bleed air to the second generator 7, the first generator 6 and the second generator 7 work together to supply power to the aircraft. When the charge of the energy storage battery 5 is less than the first threshold, the first generator 6 and the second generator 7 also work together to charge the energy storage battery 5.
[0093] Specifically, Figure 10In this embodiment, when the aircraft is in a ground maintenance environment and there is no bleed air requirement, the gas turbine engine 2 will still generate high-pressure first bleed air. If the first bleed air is not output, the gas turbine engine 2 will experience compressor surge, which will damage the gas turbine engine 2. In related technologies, the first bleed air of the gas turbine engine 2 is directly discharged into the atmosphere, resulting in energy waste. Therefore, in this embodiment, the energy of the first bleed air generated by the gas turbine engine 2 is recovered through the turbine 3. In normal mode, the remaining charge state of the energy storage battery 5 is set to a range of 50%-70%. Assuming that the remaining charge state of the energy storage battery 5 is close to 50% at this time, the gas turbine engine 2 prioritizes meeting the aircraft's power requirements. Since the design point output power of the gas turbine engine is greater than the aircraft's power requirements in the ground environment, the controller 1 controls the power distributor 9 to charge the energy storage battery 5 according to the demand signal of the aircraft control system and the battery's state of charge.
[0094] In some alternative implementations, such as Figure 11 As shown, when the aircraft malfunctions during flight, and the controller 1 is in emergency mode, and the pressure of the first bleed air is less than the required pressure of the environmental control system or the main engine, the first generator 6 supplies power to the aircraft and the electric motor 8; the compressor 4, under the action of the electric motor 8, pressurizes the first bleed air and outputs the third bleed air, then provides environmental control bleed air to the environmental control system or starting bleed air to the main engine; when the charge of the energy storage battery 5 is greater than the second threshold, the energy storage battery 5 supplies power to the aircraft.
[0095] Specifically, Figure 11 In the event that the main engine fails during flight, the auxiliary power system is required to provide emergency power for a short period of time. At this time, the battery's remaining state of charge (SOC) is high. Controller 1 controls compressor 4 to work based on the aircraft control system's demand signal and the battery's SOC. Compressed first bleed air is then output as third bleed air, and energy storage battery 5 discharges.
[0096] In some alternative implementations, such as Figure 12 As shown, the aircraft auxiliary power system also includes: a heat exchanger 13 and a cooling device 14, wherein the heat exchanger 13 is connected to the gas turbine engine 2 and the turbine 3 and is used to adjust the temperature of the first bleed air entering the turbine 3; the cooling device 14 is connected to the turbine 3 and is used to cool the depressurized first bleed air output by the turbine 3.
[0097] Specifically, Figure 12In this design, turbine 3 allows the compressor in the auxiliary power system to achieve a compression ratio far greater than 4.5. Excess bleed air pressure is recovered through turbine 3, enabling the thermodynamic cycle to reach the optimal pressure ratio required, at which point thermal efficiency is highest, thus improving the overall system efficiency. Therefore, a gas turbine engine can be designed whose bleed air pressure is higher than or equal to the aircraft's requirements under all operating conditions, with excess energy recovered through the turbine. In this case, the auxiliary power system does not require a compressor.
[0098] Specifically, Figure 12 Another optional use of turbine 3 is to recover the exhaust energy of gas turbine engine 2. The first bleed air output by gas turbine engine 2 is heated in the high-temperature exhaust of gas turbine engine 2 before passing through turbine 3 and then recovered in the form of electrical energy. Since the aircraft does not require the output bleed air temperature to be too high, cooling device 14 is used to cool the bleed air input to the aircraft.
[0099] It should be noted that, since the efficient operation of the energy storage battery 5 requires high ambient temperature and high thermal management, when the temperature of the energy storage battery 5 is too high, the bleed air (or anti-surge venting) of the gas turbine engine 2 can cool the energy storage battery 5 through an expansion heat absorption device; when the battery temperature is too low, the bleed air of the gas turbine engine 2 can be used to heat the energy storage battery 5, and the exhaust gas discharged from the gas turbine engine 2 can also be used to heat the energy storage battery 5.
[0100] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.
Claims
1. An aircraft auxiliary power system, characterized in that, include: The system comprises a controller (1), a gas turbine engine (2), a turbine (3), a compressor (4), an energy storage battery (5), a first generator (6), a second generator (7), and an electric motor (8), wherein... The controller (1) is used to control the turbine (3), compressor (4), first generator (6), second generator (7) and motor (8) connected to it to switch their working states after switching its own working mode based on the command signal; A gas turbine engine (2) is used to provide mechanical energy to the first generator (6) and output first bleed air, which is used to provide environmental control bleed air to the aircraft's environmental control system or to provide starting bleed air to the aircraft's main engine. A turbine (3) is connected to the gas turbine engine (2) and the second generator (7), which is used to depressurize the first bleed air and input the mechanical energy generated inside it into the second generator (7); A compressor (4) is connected to the gas turbine engine (2) and the electric motor (8), and is used to pressurize the first bleed gas under the action of the electric motor (8); At least one of the first generator (6), the second generator (7), and the energy storage battery (5) is used to supply power to the electric motor (8) or the aircraft; When the energy storage battery (5) has a charge level less than a first threshold, the first generator (6) and / or the second generator (7) charge the energy storage battery (5).
2. The aircraft auxiliary power system according to claim 1, characterized in that, When the aircraft's environmental control system requires bleed air, the controller (1) is in bleed air mode, and the pressure of the first bleed air is greater than the required pressure of the environmental control system. The turbine (3) depressurizes the first bleed air and outputs the second bleed air to provide environmental control bleed air for the environmental control system; After the turbine (3) inputs the mechanical energy generated by the first bleed air into the second generator (7), the first generator (6) and the second generator (7) together supply power to the aircraft; When the energy storage battery (5) has less than a first threshold, the first generator (6) and the second generator (7) also charge the energy storage battery (5) together.
3. The aircraft auxiliary power system according to claim 1, characterized in that, When the aircraft's environmental control system requires bleed air, the controller (1) is in bleed air mode, and the pressure of the first bleed air is less than the required pressure of the environmental control system. The first generator (6) supplies power to the aircraft and the electric motor (8); The compressor (4) pressurizes the first bleed air and outputs the third bleed air under the action of the motor (8), and then provides environmental control bleed air for the environmental control system. When the energy storage battery (5) has less than a first threshold, the first generator (6) also charges the energy storage battery (5).
4. The aircraft auxiliary power system according to claim 1, characterized in that, When the aircraft's environmental control system requires bleed air or the aircraft's main engine requires start-up bleed air, the controller (1) is in environmental bleed air mode or main engine start-up mode, and the pressure of the first bleed air is consistent with the required pressure of the environmental control system or the main engine. The gas turbine engine (2) directly provides bleed air for the environmental control system or provides bleed air for the main engine; The first generator (6) supplies power to the aircraft; When the energy storage battery (5) has less than the first threshold, the first generator (6) also charges the energy storage battery (5); When the energy storage battery (5) has a charge greater than the second threshold, the energy storage battery (5) supplies power to the aircraft.
5. The aircraft auxiliary power system according to claim 1, characterized in that, When the main engine of the aircraft needs to start bleed air, the controller (1) is in the main engine start mode, and the pressure of the first bleed air is less than the required pressure of the main engine. The first generator (6) supplies power to the aircraft and the electric motor (8); The compressor (4) pressurizes the first bleed air and outputs the third bleed air under the action of the electric motor (8), and then provides starting bleed air for the main engine; When the energy storage battery (5) has less than a first threshold, the first generator (6) also charges the energy storage battery (5).
6. The aircraft auxiliary power system according to claim 1, characterized in that, When the aircraft is under maintenance, and the controller (1) is in maintenance mode, Neither the environmental control system nor the main engine requires bleed air. The turbine (3) discharges the first bleed air to prevent surge in the gas turbine engine (2). After the turbine (3) inputs the mechanical energy generated by the first bleed air into the second generator (7), the first generator (6) and the second generator (7) together supply power to the aircraft; When the energy storage battery (5) has less than a first threshold, the first generator (6) and the second generator (7) also charge the energy storage battery (5) together.
7. The aircraft auxiliary power system according to claim 1, characterized in that, When the aircraft malfunctions during flight, and the controller (1) is in emergency mode, and the pressure of the first bleed air is less than the required pressure of the environmental control system or the main engine, The first generator (6) supplies power to the aircraft and the electric motor (8); The compressor (4) pressurizes the first bleed air and outputs the third bleed air under the action of the electric motor (8), and then provides environmental control bleed air for the environmental control system or starting bleed air for the main engine. When the energy storage battery (5) has a charge greater than the second threshold, the energy storage battery (5) supplies power to the aircraft.
8. The aircraft auxiliary power system according to claim 1, characterized in that, Also includes: The power distributor (9) is connected to the controller (1), the energy storage battery (5), the first generator (6), the second generator (7) and the motor (8), and is used to receive the power from the first generator (6) and the second generator (7) under the control of the controller (1) and then supply power to at least one of the aircraft, the energy storage battery (5) and the motor (8). The power distributor (9) is also used to receive electrical energy from the energy storage battery (5).
9. The aircraft auxiliary power system according to claim 1, characterized in that, Also includes: The gas distributor consists of a first gas distributor (10), a second gas distributor (11), and a third gas distributor (12), wherein... The first gas distributor (10) is connected to the controller (1), the gas turbine engine (2), the turbine (3), the compressor (4) and the third gas distributor (12); The second gas distributor (11) is connected to the controller (1), the turbine (3) and the third gas distributor (12); A third gas distributor (12) is connected to the compressor (4); The first gas distributor (10), the second gas distributor (11) and the third gas distributor (12) are all used to provide a passage for the first priming gas after switching the switch state under the control of the controller (1).
10. The aircraft auxiliary power system according to claim 1, characterized in that, Also includes: Heat exchanger (13) and cooling device (14), wherein, A heat exchanger (13) is connected to the gas turbine engine (2) and the turbine (3) for adjusting the temperature of the first bleed air entering the turbine (3); A cooling device (14) is connected to the turbine (3) for cooling the depressurized first bleed air output by the turbine (3).