Aircraft hybrid power control method and system

Abstract

The present invention relates to the field of aircraft energy control technology, and in particular, to an aircraft hybrid power control method and system. Based on the aircraft being in a flight state, the flight altitude of the aircraft is obtained. Based on the flight altitude being within a set altitude threshold range, the working state of the power turbine of the drive component is obtained. Based on the power turbine being in an output state, the air supply mode of the drive component is obtained. Based on the air supply mode of the drive component being an intake mode, the fuel supply unit increases the amount of fuel supplied to increase the speed of the power turbine. Based on the speed of the power turbine increasing in a direction approaching a first threshold, the air intake unit is controlled to be completely closed at a first time, and the air intake unit is controlled to be completely opened at a second time, and the fuel supply unit continues to increase the amount of fuel supplied. In this way, the problem of how the aircraft can fly stably is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft energy control, and in particular to an aircraft hybrid power control method and system. Background Art

[0002] The hybrid power system of aircraft is a key system to ensure the flight safety and basic functions of aircraft. It is an important carrier for performing the functions of airborne secondary energy generation, transmission, conversion and utilization. It is called the "three pillars" of aircraft energy level improvement together with the aircraft body and engine. The energy of traditional aircraft comes from the engine. The shaft power generated by the power turbine drives the generator and liquid pump to work, and the engine bleed air drives the cooling turbine to provide cooling medium. With the rapid development of aviation technology and the continuous advancement of aircraft, the traditional working mode of independent power supply by the engine can no longer meet the growing power demand, and new forms of airborne energy generation are imminent. The energy conservation and emission reduction of aircraft have become the focus of attention. The aircraft hybrid power system that uses electricity as an alternative energy to replace part of the traditional hydraulic energy, air pressure energy and mechanical energy has become one of the main directions of aircraft development, and the aircraft hybrid power control method is even more important.

[0003] During the flight of an aircraft hybrid system, as the flight altitude increases, the airflow in the atmosphere becomes unstable, which will cause uneven flow rate of the gas absorbed into the aircraft combustion chamber, resulting in uneven pressure and temperature distribution during combustion inside the combustion chamber, and then causing the engine to surge, affecting the stability of the aircraft's flight. Summary of the invention

[0004] In order to solve the problem of how to ensure stable flight of an aircraft, the present invention provides an aircraft hybrid power control method and system.

[0005] In a first aspect, the present invention provides an aircraft hybrid power control method, the aircraft hybrid power control method comprising:

[0006] Based on the aircraft being in a flight state, obtaining a flight altitude of the aircraft;

[0007] Based on the flight altitude being within a set altitude threshold range, the working state of the power turbine of the drive assembly is obtained; wherein the aircraft hybrid power system includes the drive assembly, the drive assembly includes a starter generator, a compressor, a combustion chamber, and a power turbine; the starter generator, the compressor, the combustion chamber, and the power turbine are coaxially connected; the compressor is in communication with the combustion chamber;

[0008] Based on the power turbine being in the output state, the air supply mode of the drive component is obtained; wherein, the drive component further includes an air intake, an air suction, and a fuel supply; the compressor is connected to the external atmosphere through the air intake; the air suction is connected to the combustion chamber; the fuel supply is connected to the combustion chamber; the air supply mode includes an air intake mode and an air suction mode; the air intake mode includes the air intake being opened, the air suction being closed, the air is compressed by the compressor and supplied to the combustion chamber, the fuel supply being opened and fuel being supplied to the combustion chamber for combustion; the air suction mode includes the air intake being closed, the air suction being opened, the air suction being sucked and supplied to the combustion chamber, the fuel supply being opened and fuel being supplied to the combustion chamber for combustion;

[0009] Based on the air supply mode of the driving component being the air intake mode, the fuel supply unit increases the amount of fuel supplied to increase the rotation speed of the power turbine;

[0010] Based on the rotation speed of the power turbine increasing in the direction approaching the first threshold value, the intake part is controlled to be completely closed at a first time and the intake part is controlled to be completely opened at a second time, and the fuel supply part continues to increase the amount of fuel supplied; wherein, the second time is greater than the first time; and the first threshold value includes the maximum rotation speed of the power turbine in the intake mode.

[0011] In some embodiments, the aircraft hybrid power control method further includes:

[0012] Based on the air intake portion being completely closed and the air intake portion being completely opened, obtaining the rotation speed fluctuation of the power turbine;

[0013] Based on the rotation speed fluctuation being maintained unchanged for a third time, the opening and closing degree of the air intake portion is adjusted to a set opening degree, and the fuel supply portion reduces the amount of fuel supplied.

[0014] In some embodiments, the aircraft hybrid power control method includes:

[0015] Based on the energy demand of the load component reaching a first set threshold, the drive component and the battery component work together; wherein the aircraft hybrid power system further includes the battery component and the load component; the battery component is electrically connected to the load component; the drive component is electrically connected to the load component;

[0016] Based on the drive component and the battery component jointly supplying energy to the load component, obtaining the temperature of the generator and the battery component;

[0017] Based on the temperature of the generator and the battery assembly reaching a temperature threshold, the opening of the air supply valve of the heat exchange assembly is controlled to increase; wherein, the aircraft hybrid power system also includes the heat exchange assembly, and the heat exchange assembly includes a cooling turbine, a first heat exchanger, a second heat exchanger, a third heat exchanger, a liquid pump, the air supply valve, a first pipe, and a second pipe; the cooling turbine is coaxially connected with the generator; the first heat exchanger, the air supply valve, the cooling turbine, and the second heat exchanger are connected in sequence through a first pipe; the second heat exchanger, the third heat exchanger, and the liquid pump are connected in sequence through a second pipe; the third heat exchanger transfers heat to the battery assembly; the second pipe transfers heat to the generator.

[0018] In some embodiments, the aircraft hybrid power control method further includes:

[0019] Based on the increase in the opening degree of the air supply valve, the fuel supply unit is controlled to increase the amount of fuel supplied.

[0020] In some embodiments, the aircraft hybrid power control method further includes:

[0021] Based on the increase in the opening of the air supply valve and the fact that the drive assembly is in the air intake mode, the air intake unit is controlled to supply air to the cooling turbine, and the air intake unit reduces the amount of air supplied to the cooling turbine.

[0022] In some embodiments, the aircraft hybrid power control method further includes:

[0023] Based on the fact that the temperatures of the generator and the battery assembly reach a temperature threshold and the temperature of the generator is greater than or equal to the temperature of the battery assembly, the liquid pump is controlled to drive the cooling medium in the second pipeline to flow through the third heat exchanger, the battery assembly, and the generator in sequence for heat transfer.

[0024] In some embodiments, the aircraft hybrid power control method includes:

[0025] Based on the energy demand of the load component reaching a second set threshold, obtaining the power state of the battery component and the working state of the generator; the second set threshold is greater than the first set threshold;

[0026] Based on the fact that the power of the battery assembly is greater than the first power threshold and the starter generator is in the output state, the starter generator is controlled to switch to an extreme working state; wherein the extreme working state includes the fuel supply amount of the fuel supply part and the gas amount in the combustion chamber both increasing to maximum values, and the starter generator is driven to work;

[0027] Based on the generator maintaining the fourth time limit working state, reducing the fuel supply amount of the fuel supply part, and controlling the air supply amount of the air intake part or the air intake part to decrease and the opening of the air supply valve to increase to a maximum value;

[0028] Based on the increase in the opening of the gas supply valve, controlling the battery assembly to output at maximum power;

[0029] Based on the battery assembly maintaining output at the maximum power for the fifth time, the generator is controlled to switch to the extreme working state again.

[0030] In some embodiments, the aircraft hybrid power control method includes:

[0031] Based on the energy demand of the load component, obtaining the output power of the generator;

[0032] Based on the output power of the generator being greater than the energy demand of the load component, obtaining the power state of the battery component;

[0033] Based on the fact that the power level of the battery assembly is less than a second power level threshold, the generator is controlled to supply energy to the battery assembly.

[0034] In a second aspect, the present invention provides an aircraft hybrid power system, the aircraft hybrid power system comprising:

[0035] A drive assembly, the drive assembly includes a generator, a compressor, a combustion chamber, a power turbine, an air intake, an air suction, and a fuel supply; the generator, the compressor, the combustion chamber, and the power turbine are coaxially connected; the compressor is connected to the combustion chamber; the compressor is connected to the external atmosphere through the air intake; the air suction is connected to the combustion chamber; the fuel supply is connected to the combustion chamber;

[0036] A load component is electrically connected to the generator.

[0037] In some embodiments, the aircraft hybrid power system further comprises:

[0038] A battery assembly, wherein the battery assembly is electrically connected to the load assembly; the battery assembly is electrically connected to the generator;

[0039] A heat exchange component, the heat exchange component includes a cooling turbine, a first heat exchanger, a second heat exchanger, a third heat exchanger, a liquid pump, an air supply valve, a first pipe, and a second pipe; the cooling turbine is coaxially connected to the generator; the first heat exchanger, the air supply valve, the cooling turbine, and the second heat exchanger are connected in sequence through a first pipe; the second heat exchanger, the third heat exchanger, and the liquid pump are connected in sequence through a second pipe; the third heat exchanger transfers heat to the battery assembly; the second pipe transfers heat to the generator.

[0040] In order to solve the problem of how to stabilize the flight of an aircraft, the present invention has the following advantages:

[0041] 1. The air supply mode includes an intake mode and a suction mode. The intake mode includes the intake part opening, the suction part closing, the air is compressed by the compressor and supplied to the combustion chamber, and the fuel supply part opening and supplying fuel to the combustion chamber for combustion. The suction mode includes the intake part closing, the suction part opening, the suction part sucking gas and supplying it to the combustion chamber, and the fuel supply part opening and supplying fuel to the combustion chamber for combustion. By designing two air supply modes, the air supply needs of the aircraft in different working environments are met, which improves the safety and reliability of the aircraft.

[0042] 2. When the aircraft switches from the intake mode to the suction mode, the intake part is controlled to be completely closed at the first time and the suction part is completely opened at the second time, wherein the second time is greater than the first time. At the same time, the fuel supply part continues to increase the amount of fuel supplied, so as to avoid the reduction of the energy generated by combustion due to the reduction of the gas volume in the combustion chamber when the mode is switched, improve the stability of combustion in the combustion chamber when the air supply mode is switched, reduce the impact of the unstable airflow in the combustion chamber on the energy supply of the aircraft, and improve the stability of the flight of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 A flow chart of a hybrid power control method for an aircraft according to an embodiment is shown;

[0044] Figure 2 A schematic diagram of an aircraft hybrid power system according to an embodiment is shown.

[0045] Figure numerals: 01 drive assembly; 11 compressor; 12 fuel supply part; 13 air intake part; 14 air intake part; 15 combustion chamber; 16 generator; 17 power turbine; 02 heat exchange assembly; 21 cooling turbine; 22 first heat exchanger; 23 second heat exchanger; 24 third heat exchanger; 25 liquid pump; 26 air supply valve; 27 first pipeline; 28 second pipeline; 03 battery assembly; 04 load assembly. DETAILED DESCRIPTION

[0046] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0047] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0048] This embodiment discloses a hybrid power control method for an aircraft, such as Figure 1 As shown, this may include:

[0049] Based on the aircraft being in flight, obtaining the flight altitude of the aircraft;

[0050] Based on the flight altitude being within the set altitude threshold range, the working state of the power turbine 17 of the drive component 01 is obtained; wherein the aircraft hybrid power system includes the drive component 01, and the drive component 01 includes a starter generator 16, a compressor 11, a combustion chamber 15, and a power turbine 17; the starter generator 16, the compressor 11, the combustion chamber 15, and the power turbine 17 are coaxially connected; the compressor 11 is connected to the combustion chamber 15;

[0051] Based on the power turbine 17 being in the output state, the air supply mode of the drive component 01 is obtained; wherein the drive component 01 also includes an air intake 13, an air suction 14, and a fuel supply 12; the compressor 11 is connected to the external atmosphere through the air intake 13; the air suction 14 is connected to the combustion chamber 15; the fuel supply 12 is connected to the combustion chamber 15; the air supply mode includes an air intake mode and an air suction mode; the air intake mode includes the air intake 13 being opened, the air suction 14 being closed, the air is compressed by the compressor 11 and supplied to the combustion chamber 15, the fuel supply 12 being opened and supplying fuel to the combustion chamber 15 for combustion; the air suction mode includes the air intake 13 being closed, the air suction 14 being opened, the air suction 14 sucking gas and supplying it to the combustion chamber 15, the fuel supply 12 being opened and supplying fuel to the combustion chamber 15 for combustion;

[0052] Based on the air supply mode of the driving component 01 being the air intake mode, the fuel supply unit 12 increases the amount of fuel supplied to increase the rotation speed of the power turbine 17;

[0053] Based on the rotation speed of the power turbine 17 increasing in the direction approaching the first threshold, the air intake part 13 is controlled to be completely closed at a first time, the air intake part 14 is controlled to be completely opened at a second time, and the fuel supply part 12 continues to increase the amount of fuel supplied; wherein the second time is greater than the first time; the first threshold includes the maximum rotation speed of the power turbine 17 in the intake mode.

[0054] In this embodiment, if Figure 1 As shown, as the flight altitude of the aircraft increases, the airflow in the atmosphere becomes unstable, resulting in uneven distribution of the gas absorbed by the aircraft to support fuel combustion, which in turn causes the aircraft to surge. In order to improve the stability and safety of the aircraft during flight, an aircraft hybrid power control method is proposed. The aircraft hybrid power control method may include steps S11 to S15, and each step is described in detail as follows:

[0055] Step S11, based on the aircraft being in flight, the flight altitude of the aircraft can be obtained. When the aircraft is in flight, as the altitude increases, the airflow in the atmosphere becomes unstable, so the flight altitude of the aircraft can be obtained through the system, so that the aircraft can take certain actions according to the flight altitude to ensure the smooth operation of the aircraft.

[0056] Step S12, as the flight altitude of the aircraft increases, the oxygen content in the atmosphere will decrease. When the oxygen content is too low, it will affect the combustion of the fuel in the aircraft. Therefore, a height threshold range can be set. When the aircraft is within the height threshold range, the working state of the power turbine 17 in the drive component 01 can be obtained to determine whether the fuel in the combustion chamber 15 is burning, and then determine whether measures need to be taken to increase the oxygen content in the combustion chamber 15. The aircraft hybrid power system may include a drive component 01, and the drive component 01 can generate a large amount of high-temperature and high-pressure gas through the combustion of the fuel in the combustion chamber 15 to put the power turbine 17 in an output state, thereby providing electrical energy for the aircraft. The drive component 01 may include a generator 16, a compressor 11, a combustion chamber 15, and a power turbine 17. The combustion chamber 15 can be used as a reaction chamber for fuel combustion. The fuel in the combustion chamber 15 can be burned with the support of high-pressure gas to generate a large amount of high-temperature and high-pressure gas. This part of the high-temperature and high-pressure gas can enter the power turbine 17 from the combustion chamber 15, so that the high-temperature and high-pressure gas generated by the combustion in the combustion chamber 15 can drive the power turbine 17 to rotate. The generator 16 can have an input state and an output state, and can realize the mutual conversion of electrical energy and mechanical energy. The compressor 11 can compress the air flowing into the compressor 11 from the air intake 13, so that the air flowing into the compressor 11 can be converted into high-pressure gas. The compressor 11 can be connected to the combustion chamber 15, so that the high-pressure gas in the compressor 11 can enter the combustion chamber 15. By increasing the pressure of the gas, the fuel can be burned more completely and the combustion efficiency of the fuel can be improved. The generator 16, the compressor 11, the combustion chamber 15, and the power turbine 17 can be coaxially connected. When the power turbine 17 is in the output state, the rotation of the power turbine 17 can drive the rotation of the shaft, thereby supplying energy to the generator 16 and the compressor 11.

[0057] Step S13, when the power turbine 17 is in the output state, the fuel in the combustion chamber 15 can be burned to provide electrical energy for the aircraft, but as the altitude increases, the oxygen content in the atmosphere will become lower, which will affect the combustion, so the air supply mode of the drive component 01 can be obtained. This facilitates the aircraft to make certain actions for the air supply mode of the drive component 01 to ensure the smooth operation of the aircraft. The drive component 01 can also include an air intake 13, an air suction part 14, and an oil supply part 12. The air intake 13 can be connected to the outside air so that the outside air can flow into the air intake 13. The air suction part 14 can be connected to the combustion chamber 15, and the air suction part 14 can suck high-pressure gas and allow it to enter the combustion chamber 15, which is used to support the combustion of fuel in the combustion chamber 15. The oil supply part 12 can be connected to the combustion chamber 15 so that the fuel can enter the combustion chamber 15 to burn and produce a large amount of high-temperature and high-pressure gas. The air supply mode can include an air intake mode and an air suction mode. The intake mode may include the intake section 13 being opened so that external air can flow into the intake section 13, and the air intake section 14 being closed so that gas cannot enter the combustion chamber 15 through the air intake section 14. Air can be compressed by the compressor 11 and supplied to the combustion chamber 15 to support the combustion of fuel in the combustion chamber 15. The fuel supply section 12 may be opened and supply fuel to the combustion chamber 15 for combustion, thereby driving the gas turbine to rotate. The intake mode may include the intake section 13 being closed so that air cannot enter the combustion chamber 15 through the air intake section 13. The air intake section 14 is opened so that the air intake section 14 can draw high-pressure gas and supply it to the combustion chamber 15 to support the combustion of fuel in the combustion chamber 15. The fuel supply section 12 is opened and supplies fuel to the combustion chamber 15 for combustion, thereby driving the gas turbine to rotate.

[0058] Step S14, based on the air supply mode of the drive assembly 01 being the intake mode, the fuel supply unit 12 increases the amount of fuel supplied to increase the speed of the power turbine 17. When the air supply mode of the drive assembly 01 is the intake mode, since the amount of air flowing into the intake unit 13 cannot be increased, in order to increase the speed of the power turbine 17, the amount of fuel supplied by the fuel supply unit 12 can be increased to increase the speed of the power turbine 17, thereby providing more electrical energy for the aircraft and reducing the impact of the air supply mode switching on the energy supply of the aircraft.

[0059] Step S15, the greater the speed of the power turbine 17, the higher the surge margin, and the less likely the engine is to surge. A first threshold value can be set, and the first threshold value can include the maximum speed of the power turbine 17 in the intake mode. When the speed of the power turbine 17 increases in the direction close to the first threshold value, the air supply mode can be switched from the intake mode to the suction mode to reduce the surge of the engine. When the air supply mode is switched from the intake mode to the suction mode, the intake part 13 can be completely closed at the first time, so that air cannot enter the intake part 13 after the first time; the suction part 14 can be fully opened at the second time, and the gas flowing from the suction part 14 into the combustion chamber 15 can be gradually increased in the second time, and the amount of gas flowing into the combustion chamber 15 after the second time remains constant. At the same time, the fuel supply part 12 continues to increase the amount of fuel supplied to keep the speed of the power turbine 17 stable, avoiding the reduction of the turbine speed due to the reduction of gas in the combustion chamber 15. In order to reduce the surge caused by the uneven distribution of gas in the combustion chamber 15 caused by the switching between the intake mode and the suction mode, the influence of the switching between the intake mode and the suction mode on the combustion can be reduced by controlling the difference between the first time and the second time. Since the air in the atmosphere is relatively thin in the high-altitude environment, the amount of air flowing from the intake part 13 into the drive component 01 is relatively small, and the amount of gas entering the drive component 01 through the suction part 14 by sucking gas is relatively large, so the amount of air flowing from the intake part 13 is less than the amount of gas flowing from the suction part 14, so the short-term closure of the intake part 13 has little effect on the change of the gas content of the drive component 01, so the surge can be further reduced by making the second time greater than the first time.

[0060] In some embodiments, the aircraft hybrid power control method further includes:

[0061] Based on the air intake portion 13 being completely closed and the air intake portion 14 being completely opened, the rotation speed fluctuation of the power turbine 17 is obtained;

[0062] Based on the fact that the rotation speed fluctuation remains unchanged for the third time, the opening and closing degree of the air intake portion 14 is adjusted to a set opening degree, and the fuel supply portion 12 reduces the amount of fuel supplied.

[0063] In this embodiment, the aircraft hybrid power control method may further include:

[0064] When the air supply mode is switched to the air intake mode, the air intake part 13 is completely closed and the air intake part 14 is completely opened. The gas in the combustion chamber 15 can all come from the air intake part 14, which can make the airflow in the combustion chamber 15 gradually stabilized. Therefore, by obtaining the speed fluctuation of the power turbine 17, it can be determined whether the combustion in the combustion chamber 15 is stable. This makes it easier for the aircraft to take the next step in response to the speed fluctuation of the power turbine 17 to ensure the smooth operation of the aircraft.

[0065] When the speed fluctuation remains unchanged for the third time, it can be considered that the combustion in the combustion chamber 15 tends to be stable. Since the surge margin can be increased by increasing the speed of the power turbine 17 when the aircraft air supply mode is switched, the stability of the aircraft flight can be improved. After the aircraft air supply mode is switched, the opening and closing degree of the air intake part 14 can be adjusted to the set opening, reducing the combustion power, thereby reducing the heat generated by the combustion in the combustion chamber 15. At the same time, the fuel supply part 12 can reduce the amount of fuel supplied so that the fuel can be fully burned, and the fuel consumption can also be reduced. The combustion power can be further reduced, and the temperature of the combustion component tends to a stable value, avoiding damage to the drive component 01 due to excessive temperature of the drive component 01.

[0066] In some embodiments, an aircraft hybrid power control method includes:

[0067] Based on the energy demand of the load component 04 reaching the first set threshold, the drive component 01 and the battery component 03 work together; wherein the aircraft hybrid power system further includes the battery component 03 and the load component 04; the battery component 03 is electrically connected to the load component 04; the drive component 01 is electrically connected to the load component 04;

[0068] Based on the drive component 01 and the battery component 03 jointly supplying energy to the load component 04, the temperature of the generator 16 and the battery component 03 is obtained;

[0069] Based on the temperature of the generator 16 and the battery assembly 03 reaching the temperature threshold, the opening of the air supply valve 26 of the heat exchange assembly 02 is controlled to increase; wherein, the aircraft hybrid power system also includes a heat exchange assembly 02, and the heat exchange assembly 02 includes a cooling turbine 21, a first heat exchanger 22, a second heat exchanger 23, a third heat exchanger 24, a liquid pump 25, an air supply valve 26, a first pipe 27, and a second pipe 28; the cooling turbine 21 is coaxially connected to the generator 16; the first heat exchanger 22, the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 are connected in sequence through the first pipe 27; the second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 are connected in sequence through the second pipe 28; the third heat exchanger 24 transfers heat to the battery assembly 03; the second pipe 28 transfers heat to the generator 16.

[0070] In this embodiment, the aircraft hybrid power control method further includes:

[0071] When the energy demand of the load component 04 is high, the drive component 01 cannot meet all the energy demand of the load component 04. Therefore, a first set threshold value of the energy demand of the load component 04 can be set. When the energy demand of the load component 04 reaches the first set threshold range, the energy demand of the load component 04 can be met by the drive component 01 and the battery component 03 working together. The aircraft hybrid power system can also include a battery component 03 and a load component 04. When the energy demand of the load component 04 reaches the first set threshold range, the battery component 03 can work together with the drive component 01 to provide energy for the load component 04 so that the load component 04 can work normally. The load component 04 can be an electrical device on the aircraft, which can support the work of the load component 04 by absorbing the energy provided by the generator 16 and the battery component 03, and complete part of the tasks during the flight of the aircraft. The battery component 03 and the load component 04 can be electrically connected, so that electric energy can flow from the battery component 03 into the load component 04 to provide energy for the load component 04. The driving component 01 can be electrically connected to the load component 04 , so that electric energy can flow from the driving component 01 into the load component 04 , providing energy for the load component 04 .

[0072] When the driving component 01 and the battery component 03 jointly supply energy to the load component 04, the starter generator 16 and the battery component 03 will generate heat during operation. By obtaining the temperatures of the starter generator 16 and the battery component 03, the aircraft can determine whether it is necessary to take measures to reduce the temperatures of the starter generator 16 and the battery component 03 based on the temperatures of the starter generator 16 and the battery component 03, thereby ensuring that the starter generator 16 and the battery component 03 can operate normally.

[0073] When the temperature of the generator 16 and the battery assembly 03 reaches the temperature threshold, the opening of the air supply valve 26 of the heat exchange assembly 02 can be increased to enhance the heat exchange capacity of the heat exchange assembly 02. The aircraft hybrid power system can also include a heat exchange assembly 02 for cooling the generator 16 and the battery assembly 03 to ensure that the generator 16 and the battery assembly 03 can work at a normal temperature. The heat exchange assembly 02 can include a cooling turbine 21, a first heat exchanger 22, a second heat exchanger 23, a third heat exchanger 24, a liquid pump 25, an air supply valve 26, a first pipeline 27, and a second pipeline 28. The first heat exchanger 22, the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 can be connected in sequence through the first pipeline 27, so that the gas can pass through the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 in sequence to complete the circulation of the gas between the components. The second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 can be connected in sequence through the second pipe 28, so that the cooling medium can pass through the second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 in sequence to complete the circulation of the cooling medium between the components. The cooling turbine 21 can be coaxially connected with the generator 16, so that the drive component 01 can supply energy to the cooling turbine 21. The cooling turbine 21 can cool the gas flowing through the cooling turbine 21, so that the gas with reduced temperature can continue to absorb the heat of the cooling medium when flowing through the second heat exchanger 23. The first heat exchanger 22 can reduce the temperature of the gas flowing through the first heat exchanger 22 and increase the heat exchange capacity of the gas flowing out of the first heat exchanger 22. The gas in the second heat exchanger 23 can absorb the temperature of the cooling medium flowing through the second heat exchanger 23, so that the cooling medium can continue to participate in the heat cycle. The third heat exchanger 24 can be a phase change material, which can absorb and temporarily store the heat generated by the battery assembly 03, so that the battery assembly 03 can work at a normal temperature. The liquid pump 25 can provide kinetic energy to the cooling medium in the second pipe 28 to ensure that the cooling medium can flow smoothly between the components. The gas supply valve 26 can control the amount of gas flowing into the heat exchange component 02 for heat exchange. The first pipe 27 and the second pipe 28 can be used for the circulation of the cooling medium between the components to ensure the normal operation of the heat exchange component 02. The second pipe 28 can transfer heat with the generator 16 to ensure that the heat generated by the generator 16 can be discharged in time.

[0074] In some embodiments, the aircraft hybrid power control method further includes:

[0075] Based on the increase in the opening degree of the air supply valve 26, the fuel supply unit 12 is controlled to increase the amount of fuel supplied.

[0076] In this embodiment, when the generator 16 and the battery assembly 03 are working, a large amount of heat will be generated. In order to discharge the heat of the generator 16 and the battery assembly 03 in time, the opening of the air supply valve 26 can be increased to increase the amount of gas diverted from the air intake section 14 to the heat exchange assembly 02, thereby improving the heat exchange capacity of the heat exchange assembly 02. When the total amount of gas sucked by the air intake section 14 remains unchanged, the amount of gas diverted from the air intake section 14 to the combustion chamber 15 is reduced due to the increase in the opening of the air supply valve 26, and the amount of fuel supplied by the fuel supply section 12 can be increased to ensure combustion efficiency.

[0077] In some embodiments, the aircraft hybrid power control method further includes:

[0078] Since the opening degree of the air supply valve 26 increases and the drive unit 01 is in the air intake mode, the air intake unit 14 is controlled to supply air to the cooling turbine 21 , and the air intake unit 13 reduces the amount of air supplied to the cooling turbine 21 .

[0079] In this embodiment, in order to improve the heat exchange capacity of the heat exchange component 02, the opening of the air supply valve 26 can be increased. When the opening of the air supply valve 26 increases and the drive component 01 is in the intake mode, the air intake part 14 can be controlled to supply gas to the cooling turbine 21 to provide cooling medium for the cooling component. At this time, the air intake part 14 is disconnected from the combustion chamber 15. The air intake part 13 reduces the amount of gas supplied to the cooling turbine 21, which can increase the amount of gas in the air intake part 13 flowing into the combustion chamber 15, thereby increasing the combustion efficiency of the fuel.

[0080] In some embodiments, the aircraft hybrid power control method further includes:

[0081] Based on the fact that the temperature of the generator 16 and the battery assembly 03 reaches the temperature threshold and the temperature of the generator 16 is greater than or equal to the temperature of the battery assembly 03, the liquid pump 25 is controlled to drive the cooling medium in the second pipe 28 to flow through the third heat exchanger 24, the battery assembly 03, and the generator 16 in sequence for heat transfer.

[0082] In this embodiment, the aircraft hybrid power control method may further include: when the heat generated by the generator 16 and the battery assembly 03 working for a long time cannot be discharged in time, the temperature of the generator 16 and the battery assembly 03 will increase, and a temperature threshold of the generator 16 and the battery assembly 03 may be set. When the temperature of the generator 16 and the battery assembly 03 reaches the temperature threshold and the temperature of the generator 16 is greater than or equal to the temperature of the battery assembly 03, the liquid pump 25 may be controlled to drive the cooling medium in the second pipe 28 to flow through the third heat exchanger 24, the battery assembly 03, and the generator 16 in sequence for heat transfer, so as to achieve the purpose of cooling the battery assembly 03 and the generator 16 at the same time. The cooling medium after cooling the battery assembly 03 can continue to cool the generator 16, so as to maximize the heat dissipation efficiency of the cooling medium.

[0083] In some embodiments, an aircraft hybrid power control method includes:

[0084] Based on the energy demand of the load component 04 reaching a second set threshold, the power state of the battery component 03 and the working state of the generator 16 are obtained; the second set threshold is greater than the first set threshold;

[0085] Based on the fact that the power of the battery assembly 03 is greater than the first power threshold and the starter generator 16 is in the output state, the starter generator 16 is controlled to switch to the extreme working state; wherein the extreme working state includes that the fuel supply amount of the fuel supply part 12 and the gas amount in the combustion chamber 15 are both increased to the maximum value, and the starter generator 16 is driven to work;

[0086] Based on the generator 16 maintaining the fourth time limit working state, the fuel supply amount of the fuel supply part 12 is reduced, and the air supply amount of the intake part 13 or the suction part 14 is controlled to be reduced, and the opening of the air supply valve 26 is increased to the maximum value;

[0087] Based on the increase in the opening of the gas supply valve 26, the battery assembly 03 is controlled to output at the maximum power;

[0088] Based on the fact that the battery assembly 03 maintains output at the maximum power for the fifth time, the generator 16 is controlled to switch to the extreme working state again.

[0089] In this embodiment, the aircraft hybrid power control method includes:

[0090] When the energy demand of the load component 04 is too large, the joint work of the battery component 03 and the generator 16 still cannot meet the energy demand of the load component 04. A second set threshold can be set. When the energy demand of the load component 04 reaches the second set threshold, the power state of the battery component 03 and the working state of the generator 16 can be obtained, so that the aircraft can judge whether it is necessary to change the working state of the generator 16 to meet the energy demand of the load according to the power state of the battery component 03 and the working state of the generator 16. The second set threshold can be greater than the first set threshold. When the energy demand of the load component 04 reaches the second set threshold, the generator 16 maintains the output state and outputs energy together with the battery component 03, which still cannot meet the energy demand of the load component 04. Therefore, further measures can be taken to increase the energy supply. When the power of the battery component 03 is greater than the first power threshold (that is, the battery component 03 is fully charged) and the generator 16 is in the output state, the generator 16 can be controlled to switch to the extreme working state. The extreme working state may include the amount of fuel supplied by the fuel supply part 12 and the amount of gas in the combustion chamber 15 both increasing to the maximum value, so that the energy generated by combustion in the combustion chamber 15 can reach the maximum value to increase the rotation speed of the power turbine 17, and then drive the generator 16 to work to provide the maximum energy.

[0091] When the generator 16 maintains the fourth time limit working state, in order to ensure the healthy state of the generator 16, the amount of fuel supplied by the fuel supply part 12 can be reduced, and the amount of air supplied by the air intake part 13 or the air intake part 14 can be controlled to be reduced, so that the output power of the generator 16 can be reduced, thereby reducing the harm to the generator 16. At the same time, the opening of the air supply valve 26 can be increased to the maximum value, which can improve the heat dissipation capacity of the heat dissipation component, so that the heat generated by the generator 16 can be discharged in time, and at the same time, it can be prepared for the maximum power operation of the battery assembly 03.

[0092] When the opening of the gas supply valve 26 increases to the maximum value, it can ensure that the heat generated by the battery assembly 03 can be discharged in time. At this time, the battery assembly 03 can be controlled to output at the maximum power to supplement the reduced output power of the generator 16, so that the output power of the generator 16 and the battery assembly 03 can still meet the energy demand of the load assembly 04.

[0093] When the battery assembly 03 maintains output at the maximum power for the fifth time, in order to ensure the healthy state of the battery assembly 03, the output power of the battery assembly 03 can be reduced, and the generator 16 can be switched to the extreme working state again to supplement the reduced output power of the battery assembly 03, so that the output power of the generator 16 and the battery assembly 03 can still meet the energy demand of the load assembly 04. Through the intermittent working mode of the battery assembly 03 and the generator 16, the damage to the generator 16 and the battery assembly 03 can be reduced, the service life of the battery assembly 03 and the generator 16 can be extended, and the energy demand of the load assembly 04 can also be met.

[0094] In some embodiments, an aircraft hybrid power control method includes:

[0095] Based on the energy demand of the load component 04, the output power of the generator 16 is obtained;

[0096] Based on the output power of the generator 16 being greater than the energy demand of the load component 04, obtaining the power state of the battery component 03;

[0097] Based on the fact that the power level of the battery assembly 03 is less than the second power level threshold, the generator 16 is controlled to supply energy to the battery assembly 03 .

[0098] In this embodiment, the aircraft hybrid power control method may include:

[0099] When the load component 04 is working, the output power of the generator 16 can be obtained according to the energy demand of the load component 04 to facilitate judging whether the output power of the generator 16 is greater than the energy demand of the load component 04 .

[0100] When the output power of the generator 16 is greater than the energy demand of the load component 04 , the power status of the battery component 03 can be obtained to facilitate judgment on whether the energy of the generator 16 can supply power to the battery component 03 .

[0101] When the power of the battery assembly 03 is less than the second power threshold, the remaining energy of the generator 16 for supplying energy to the load assembly 04 can be used to provide energy to the battery assembly 03, thereby improving the efficiency of energy utilization and ensuring that the battery assembly 03 has sufficient energy, thus providing safety protection for the flight of the aircraft. In another embodiment, when the generator 16 is switched to the input state, the battery assembly 03 can supply energy to the generator 16.

[0102] This embodiment discloses an aircraft hybrid power system, such as Figure 2 As shown, the aircraft hybrid power system includes:

[0103] The drive assembly 01 includes a generator 16, a compressor 11, a combustion chamber 15, a power turbine 17, an air intake 13, and an air intake 14.

[0104] , fuel supply unit 12; generator 16, compressor 11, combustion chamber 15, power turbine 17 are coaxially connected; compressor 11 is connected to combustion chamber 15; compressor 11 is connected to the outside atmosphere through air intake unit 13; air intake unit 14 is connected to combustion chamber 15; fuel supply unit 12 is connected to combustion chamber 15;

[0105] The load component 04 is electrically connected to the generator 16 .

[0106] In this embodiment, if Figure 2As shown, the aircraft hybrid power system may include: a drive component 01, which can provide driving force for the aircraft to ensure the operation of the aircraft. The drive component 01 may include a generator 16, a compressor 11, a combustion chamber 15, a power turbine 17, an air intake 13, an air suction 14, and a fuel supply 12. The generator 16 may have an input state and an output state, and may realize the mutual conversion of electrical energy and mechanical energy. The compressor 11 may compress the air flowing into the compressor 11 from the air intake 13, so that the air flowing into the compressor 11 may be converted into high-pressure gas. The combustion chamber 15 may be used as a reaction chamber for fuel combustion. The fuel in the combustion chamber 15 may be burned with the support of high-pressure gas to produce a large amount of high-temperature and high-pressure gas. This part of the high-temperature and high-pressure gas may enter the power turbine 17 from the combustion chamber 15, so that the high-temperature and high-pressure gas generated by the combustion in the combustion chamber 15 may drive the power turbine 17 to rotate. The air intake 13 can be connected to the outside air, so that air can flow into the drive assembly 01 through the air intake 13, and the opening and closing degree of the air intake 13 and the amount of air supply can be adjusted according to demand. The air intake 14 can suck high-pressure gas and make it flow into the drive assembly 01, and the opening and closing degree of the air intake 14 and the amount of air supply can be adjusted according to demand. The fuel supply part 12 can be used to control the flow of fuel into the combustion chamber 15, and adjust the amount of fuel supplied according to actual conditions. The generator 16, the compressor 11, the combustion chamber 15, and the power turbine 17 can be coaxially connected, so that the rotation of the power turbine 17 can drive the rotation of the shaft, thereby supplying energy to the generator 16 and the compressor 11. The compressor 11 can be connected to the combustion chamber 15, so that the high-pressure gas in the compressor 11 can enter the combustion chamber 15. By increasing the pressure of the gas, the fuel can be burned more fully and the combustion efficiency of the fuel can be improved. The compressor 11 is connected to the external atmosphere through the air intake 13, so that the external atmosphere can enter the compressor 11 through the air intake 13. The air intake portion 14 is in communication with the combustion chamber 15, so that gas can enter the combustion chamber 15 through the air intake portion 14 to support the combustion of fuel in the combustion chamber 15. The fuel supply portion 12 is in communication with the combustion chamber 15, so that fuel can enter the combustion chamber 15 from the fuel supply portion 12 and be burned, thereby generating a large amount of high-temperature and high-pressure gas to provide energy for the aircraft.

[0107] The load component 04 may be an electrical device on the aircraft, and can absorb the energy provided by the generator 16 and the battery component 03 to support the work of the load component 04 and complete some tasks during the flight of the aircraft. The load component 04 may be electrically connected to the generator 16, so that the electrical energy may flow from the generator 16 into the load component 04, so that the generator 16 may supply energy to the load component 04 and meet the working requirements of the load component 04.

[0108] In some embodiments, the aircraft hybrid power system further comprises:

[0109] Battery assembly 03, battery assembly 03 is electrically connected to load assembly 04; battery assembly 03 is electrically connected to generator 16;

[0110] Heat exchange component 02, heat exchange component 02 includes a cooling turbine 21, a first heat exchanger 22, a second heat exchanger 23, a third heat exchanger 24, a liquid pump 25, an air supply valve 26, a first pipe 27, and a second pipe 28; the cooling turbine 21 is coaxially connected to the generator 16; the first heat exchanger 22, the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 are connected in sequence through the first pipe 27; the second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 are connected in sequence through the second pipe 28; the third heat exchanger 24 transfers heat to the battery component 03; the second pipe 28 transfers heat to the generator 16.

[0111] In this embodiment, the aircraft hybrid power system may further include a battery assembly 03. When the energy demand of the load assembly 04 is high, the battery assembly 03 may work together with the drive assembly 01 to provide energy for the load assembly 04, so that the load assembly 04 can operate normally. The battery assembly 03 and the load assembly 04 may be electrically connected, so that electric energy may flow from the battery assembly 03 into the load assembly 04, so as to provide energy for the load assembly 04. The drive assembly 01 and the load assembly 04 may be electrically connected, so that electric energy may flow from the drive assembly 01 into the load assembly 04, so as to provide energy for the load assembly 04.

[0112] The heat exchange assembly 02 can cool down the generator 16 and the battery assembly 03 to ensure that the generator 16 and the battery assembly 03 can work at normal temperature. The heat exchange assembly 02 may include a cooling turbine 21, a first heat exchanger 22, a second heat exchanger 23, a third heat exchanger 24, a liquid pump 25, an air supply valve 26, a first pipeline 27, and a second pipeline 28. The first heat exchanger 22, the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 may be connected in sequence through the first pipeline 27, so that the gas may pass through the air supply valve 26, the cooling turbine 21, and the second heat exchanger 23 in sequence to complete the circulation of the gas between the components. The second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 may be connected in sequence through the second pipeline 28, so that the cooling medium may pass through the second heat exchanger 23, the third heat exchanger 24, and the liquid pump 25 in sequence to complete the circulation of the cooling medium between the components. The cooling turbine 21 may be coaxially connected with the generator 16, so that the drive assembly 01 may supply energy for the cooling turbine 21. The cooling turbine 21 can cool the gas flowing through the cooling turbine 21, so that the gas with reduced temperature can continue to absorb the heat of the cooling medium when flowing through the second heat exchanger 23. The first heat exchanger 22 can reduce the temperature of the gas flowing through the first heat exchanger 22, and increase the heat exchange capacity of the gas flowing out of the first heat exchanger 22. The gas in the second heat exchanger 23 can absorb the temperature of the cooling medium flowing through the second heat exchanger 23, so that the cooling medium can continue to participate in the heat cycle. The third heat exchanger 24 can be a phase change material, which can absorb and temporarily store the heat generated by the operation of the battery assembly 03, so that the battery assembly 03 can work at normal temperature. The liquid pump 25 can provide kinetic energy to the cooling medium in the second pipeline 28 to ensure that the cooling medium can flow smoothly between the components. The gas supply valve 26 can control the amount of gas flowing into the heat exchange component 02 for heat exchange. The first pipeline 27 and the second pipeline 28 can be used for the circulation of the cooling medium between the components to ensure the normal operation of the heat exchange component 02. The second pipe 28 can transfer heat to the generator 16 to ensure that the heat generated by the generator 16 can be discharged in time.

[0113] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present disclosure.

Claims

1. A hybrid power control method for an aircraft, characterized in that: The aircraft hybrid power control method comprises: Based on the aircraft being in a flight state, obtaining a flight altitude of the aircraft; Based on the flight altitude being within a set altitude threshold range, the working state of the power turbine of the drive assembly is obtained; wherein the aircraft hybrid power system includes the drive assembly, the drive assembly includes a starter generator, a compressor, a combustion chamber, and a power turbine; the starter generator, the compressor, the combustion chamber, and the power turbine are coaxially connected; the compressor is in communication with the combustion chamber; Based on the power turbine being in the output state, the air supply mode of the drive component is obtained; wherein, the drive component further includes an air intake, an air suction, and a fuel supply; the compressor is connected to the external atmosphere through the air intake; the air suction is connected to the combustion chamber; the fuel supply is connected to the combustion chamber; the air supply mode includes an air intake mode and an air suction mode; the air intake mode includes the air intake being opened, the air suction being closed, the air is compressed by the compressor and supplied to the combustion chamber, the fuel supply being opened and fuel being supplied to the combustion chamber for combustion; the air suction mode includes the air intake being closed, the air suction being opened, the air suction being sucked and supplied to the combustion chamber, the fuel supply being opened and fuel being supplied to the combustion chamber for combustion; Based on the air supply mode of the driving component being the air intake mode, the fuel supply unit increases the amount of fuel supplied to increase the rotation speed of the power turbine; Based on the rotation speed of the power turbine increasing in a direction approaching a first threshold, the air intake portion is controlled to be completely closed at a first time, the air intake portion is controlled to be completely opened at a second time, and the fuel supply portion continues to increase the amount of fuel supplied; wherein the second time is greater than the first time; and the first threshold includes the maximum rotation speed of the power turbine in the air intake mode; The aircraft hybrid power control method further includes: Based on the air intake portion being completely closed and the air intake portion being completely opened, obtaining the rotation speed fluctuation of the power turbine; Based on the rotation speed fluctuation being maintained unchanged for a third time, the opening and closing degree of the air intake portion is adjusted to a set opening degree, and the fuel supply portion reduces the amount of fuel supplied.

2. The aircraft hybrid power control method according to claim 1, characterized in that: The aircraft hybrid power control method comprises: Based on the energy demand of the load component reaching a first set threshold, the drive component and the battery component work together; wherein the aircraft hybrid power system further includes the battery component and the load component; the battery component is electrically connected to the load component; the drive component is electrically connected to the load component; Based on the drive component and the battery component jointly supplying energy to the load component, obtaining the temperature of the generator and the battery component; Based on the temperature of the generator and the battery assembly reaching a temperature threshold, the opening of the air supply valve of the heat exchange assembly is controlled to increase; wherein, the aircraft hybrid power system also includes the heat exchange assembly, and the heat exchange assembly includes a cooling turbine, a first heat exchanger, a second heat exchanger, a third heat exchanger, a liquid pump, the air supply valve, a first pipe, and a second pipe; the cooling turbine is coaxially connected with the generator; the first heat exchanger, the air supply valve, the cooling turbine, and the second heat exchanger are connected in sequence through the first pipe; the second heat exchanger, the third heat exchanger, and the liquid pump are connected in sequence through the second pipe; the third heat exchanger transfers heat to the battery assembly; the second pipe transfers heat to the generator.

3. The aircraft hybrid power control method according to claim 2, characterized in that: The aircraft hybrid power control method further includes: Based on the increase in the opening degree of the air supply valve, the fuel supply unit is controlled to increase the amount of fuel supplied.

4. The aircraft hybrid power control method according to claim 2, characterized in that: The aircraft hybrid power control method further includes: Based on the increase in the opening of the air supply valve and the fact that the drive assembly is in the air intake mode, the air intake unit is controlled to supply air to the cooling turbine, and the air intake unit reduces the amount of air supplied to the cooling turbine.

5. The aircraft hybrid power control method according to claim 2, characterized in that: The aircraft hybrid power control method further includes: Based on the fact that the temperatures of the generator and the battery assembly reach a temperature threshold and the temperature of the generator is greater than or equal to the temperature of the battery assembly, the liquid pump is controlled to drive the cooling medium in the second pipeline to flow through the third heat exchanger, the battery assembly, and the generator in sequence for heat transfer.

6. The aircraft hybrid power control method according to claim 2, characterized in that: The aircraft hybrid power control method comprises: Based on the energy demand of the load component reaching a second set threshold, obtaining the power state of the battery component and the working state of the generator; the second set threshold is greater than the first set threshold; Based on the fact that the power of the battery assembly is greater than the first power threshold and the starter generator is in the output state, the starter generator is controlled to switch to an extreme working state; wherein the extreme working state includes the fuel supply amount of the fuel supply part and the gas amount in the combustion chamber both increasing to maximum values, and the starter generator is driven to work; Based on the generator maintaining the fourth time limit working state, reducing the fuel supply amount of the fuel supply part, and controlling the air supply amount of the air intake part or the air intake part to decrease and the opening of the air supply valve to increase to a maximum value; Based on the increase in the opening of the gas supply valve, controlling the battery assembly to output at maximum power; Based on the battery assembly maintaining output at the maximum power for the fifth time, the generator is controlled to switch to the extreme working state again.

7. The aircraft hybrid power control method according to claim 2, characterized in that: The aircraft hybrid power control method comprises: Based on the energy demand of the load component, obtaining the output power of the generator; Based on the output power of the generator being greater than the energy demand of the load component, obtaining the power state of the battery component; Based on the fact that the power level of the battery assembly is less than a second power level threshold, the generator is controlled to supply energy to the battery assembly.

8. An aircraft hybrid power system, the aircraft hybrid power system is applied to any one of the aircraft hybrid power control methods of claims 1-7, characterized in that: The aircraft hybrid power system comprises: A drive assembly, the drive assembly includes a generator, a compressor, a combustion chamber, a power turbine, an air intake, an air suction, and a fuel supply; the generator, the compressor, the combustion chamber, and the power turbine are coaxially connected; the compressor is connected to the combustion chamber; the compressor is connected to the external atmosphere through the air intake; the air suction is connected to the combustion chamber; the fuel supply is connected to the combustion chamber; A load component is electrically connected to the generator.

9. An aircraft hybrid power system according to claim 8, characterized in that: The aircraft hybrid power system also includes: A battery assembly, wherein the battery assembly is electrically connected to the load assembly; the battery assembly is electrically connected to the generator; A heat exchange component, the heat exchange component includes a cooling turbine, a first heat exchanger, a second heat exchanger, a third heat exchanger, a liquid pump, an air supply valve, a first pipe, and a second pipe; the cooling turbine is coaxially connected to the generator; the first heat exchanger, the air supply valve, the cooling turbine, and the second heat exchanger are connected in sequence through the first pipe; the second heat exchanger, the third heat exchanger, and the liquid pump are connected in sequence through the second pipe; the third heat exchanger transfers heat to the battery assembly; the second pipe transfers heat to the generator.

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