Aircraft power supply method and system

Abstract

The invention relates to the technical field of aircraft power systems, in particular to an aircraft power supply method and system. The method comprises the steps that a second power supply unit supplies electric energy with first power and obtains the voltage of a bus unit based on the electric power demand of the aircraft; controlling a third power supply unit of the aircraft power supply system to supply power to the bus unit based on the fact that the voltage of the bus unit is smaller than the set voltage range and the electric power demand of the aircraft is smaller than the rated power threshold; power is supplied to the bus unit based on the third power supply unit, and voltage fluctuation of the bus unit is obtained; on the basis that the voltage fluctuation of the bus unit is larger than a first set fluctuation range and the fluctuation maintaining time is larger than a set time range, the second power supply unit supplies electric energy from the first power to the second power, and the sum of the power supply power of the third power supply unit and the second power supply unit is within the electric power demand range of the aircraft. Therefore, the problem that how the power battery of the aircraft cooperates with the hydrogen fuel cell to supply power is solved.

Description

Technical Field

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

[0002] At present, most aircraft use fuel as an energy source. The engine converts most of the internal energy of the fuel into gas kinetic energy to generate propulsion, and a small part is converted into engine shaft work, which is then converted into secondary energy required by airborne equipment through generators and hydraulic pumps. However, there are two difficult problems with fuel power. First, there is an upper limit to the efficiency of turbine engines, which is generally around 35% at present and is difficult to improve further. For airborne energy use, it still needs to be converted by generators, and the final efficiency is only around 30%; second, the carbon emissions of fuel are large, which seriously pollutes the environment. In addition, the use of traditional APU (auxiliary power unit) has restrictions on operating altitude, and the full-electric APU requires too high an output power of the engine when cruising in the air, which is prone to insufficient power supply, and the carbon emissions are too high, which affects environmental protection. Therefore, hydrogen fuel cells can be used to replace the full-electric APU for power supply.

[0003] A hydrogen fuel cell is a power generation device that directly converts the chemical energy of hydrogen and oxygen into electrical energy. Its basic principle is the reverse reaction of water electrolysis. Hydrogen and oxygen are supplied to the anode and cathode respectively. After hydrogen diffuses outward through the anode and reacts with the electrolyte, it releases electrons and reaches the cathode through an external load. The reaction efficiency can reach more than 50%, and it does not produce carbon emissions. It is an efficient and clean energy. At present, the power of hydrogen fuel cells cannot reach the megawatt level to replace the engine to provide propulsion power for the aircraft, but it can replace the auxiliary power unit of the aircraft and part of the main power supply. When the hydrogen fuel cell adjusts the output power, it is necessary to adjust the raw material intake speed. The response is slow and it is difficult to meet the aircraft's requirements for power supply quality. Therefore, hydrogen fuel cells cannot be used as an independent power supply and need to work with power batteries. When a hydrogen fuel cell is used to supply power for a long time during the flight phase of the aircraft, how to control the power battery when the load power demand increases becomes a problem that needs to be solved. Summary of the invention

[0004] In order to solve the problem of how the power battery of an aircraft cooperates with a hydrogen fuel cell to provide power, the present invention provides an aircraft power supply method and system.

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

[0006] Step S10: Based on the power demand of the aircraft, the second power supply unit supplies electric energy with the first power and obtains the voltage of the bus unit; wherein the aircraft power supply system comprises the second power supply unit and the bus unit; the second power supply unit is electrically connected to the bus unit; and the bus unit is electrically connected to the electrical equipment of the aircraft;

[0007] Step S20, based on the voltage of the bus unit being less than a set voltage range and the power demand of the aircraft being less than a rated power threshold, controlling a third power supply unit of the aircraft power supply system to supply power to the bus unit;

[0008] Step S30, obtaining voltage fluctuation of the bus unit based on the third power supply unit supplying power to the bus unit;

[0009] Step S40, based on the fact that the voltage fluctuation of the bus unit is greater than the first set fluctuation range and the fluctuation maintenance time is greater than the set time range, the second power supply unit adjusts from the first power to the second power to supply electrical energy, and the sum of the power supply power of the third power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft; wherein the first power is less than the second power.

[0010] In some embodiments, the aircraft power supply method further includes:

[0011] Step S50, based on the fact that the power demand of the aircraft is greater than the rated power threshold, controlling the first power supply unit and the second power supply unit to jointly supply power, and obtaining the voltage fluctuation of the bus unit; wherein the aircraft power supply system further includes the first power supply unit; the first power supply unit is electrically connected to the bus unit;

[0012] Step S51, based on the voltage fluctuation of the bus unit being greater than a second set fluctuation range, adjust the power supply power of the first power supply unit; wherein the sum of the power supply power of the first power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft.

[0013] In some embodiments, the aircraft power supply method further includes:

[0014] Step S52: Based on the failure of the first power supply unit, control the second power supply unit and the third power supply unit to jointly supply power and control the aircraft to land; wherein the second power supply unit supplies power at maximum power.

[0015] In some embodiments, the aircraft power supply method further includes:

[0016] Step S53: Based on the failure of the second power supply unit, control the first power supply unit and the third power supply unit to jointly supply power and control the aircraft to land.

[0017] In some embodiments, the aircraft power supply method further includes:

[0018] Step S41, based on the voltage fluctuation of the bus unit being less than the first set fluctuation range, controlling the second power supply unit to maintain supplying electric energy at the first power, and adjusting the power supply power of the third power supply unit; wherein the sum of the power supply power of the third power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft.

[0019] In some embodiments, the aircraft power supply method further includes:

[0020] Step S21, based on the voltage of the bus unit being greater than a set voltage range, obtaining the power of the third power supply unit;

[0021] Step S22: based on the power level of the third power supply unit being less than a power threshold, the bus unit charges the third power supply unit.

[0022] In some embodiments, step S10 includes:

[0023] Step S101, obtaining the ambient temperature of the aircraft power supply system based on the power demand of the aircraft;

[0024] Step S102, based on the ambient temperature of the aircraft power supply system being lower than a first temperature threshold, controlling the first storage tank of the second power supply unit to supply methanol to the combustion chamber;

[0025] Step S103, supplying methanol to the combustion chamber based on the first storage tank, and the combustion chamber respectively supplies heat to the hydrogen fuel cell of the second power supply unit, the hydrogen production reaction chamber and the third power supply unit;

[0026] Step S104: Based on the combustion chamber, the hydrogen fuel cell, the hydrogen production reaction chamber and the third power supply unit are respectively heated; the second power supply unit supplies electric energy with a first power and obtains the voltage of the bus unit.

[0027] In some embodiments, step S10 includes:

[0028] Step S111, obtaining the ambient temperature of the aircraft power supply system based on the power demand of the aircraft;

[0029] Step S112, based on the ambient temperature of the aircraft power supply system being lower than a second temperature threshold, controlling the third power supply unit to supply heat to the second power supply unit to a set temperature; wherein the first temperature threshold is lower than the second temperature threshold;

[0030] Step S113: Based on the third power supply unit supplying heat to the second power supply unit to a set temperature, the second power supply unit supplies electric energy with a first power and obtains the voltage of the bus unit.

[0031] In some embodiments, the step S10 further includes:

[0032] Step S114: based on the second power supply unit supplying electric energy at the first power, water discharged from the hydrogen fuel cell after the reaction is transported to a second storage tank.

[0033] In a second aspect, the present invention provides an aircraft power supply system, the aircraft power supply system is applied to an aircraft power supply method described in any one of the above embodiments, and the aircraft power supply system includes:

[0034] A first power supply unit, the first power supply unit comprising an engine and a generator; the engine is electrically connected to the generator;

[0035] A second power supply unit, the second power supply unit includes a hydrogen fuel cell, a hydrogen production reaction chamber, a first storage tank, a second storage tank, and a combustion chamber; the input end of the hydrogen fuel cell is connected to the output end of the hydrogen production reaction chamber; the input end of the hydrogen production reaction chamber is respectively connected to the first storage tank and the second storage tank; the output end of the hydrogen fuel cell is connected to the second storage tank; the input end of the combustion chamber is connected to the first storage tank;

[0036] a third power supply unit, the third power supply unit supplies heat to the second power supply unit; the combustion chamber supplies heat to the hydrogen fuel cell, the hydrogen production reaction chamber, and the third power supply unit respectively;

[0037] A busbar unit, wherein the busbar unit is electrically connected to the generator; the busbar unit is electrically connected to the hydrogen fuel cell; and the busbar unit is electrically connected to the third power supply unit.

[0038] In order to solve the problem of how the power battery of an aircraft cooperates with the hydrogen fuel cell to provide power, the present invention has the following advantages:

[0039] Replacing the original all-electric APU (auxiliary power unit) of the aircraft with the hydrogen fuel cell of the second power supply unit can make full use of the high-altitude power generation capacity of the hydrogen fuel cell. When the flight load of the aircraft increases or the intake regulation is poor, causing the second power supply unit to need to adjust the power supply, the hydrogen fuel cell needs to adjust the fuel intake speed and responds slowly. By detecting the voltage of the bus unit, it is quickly determined whether to start the third power supply unit (power battery) for auxiliary power supply, which can buy time for the hydrogen fuel cell power supply adjustment to reduce the impact on the aircraft power supply system. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 A schematic diagram of a flow chart of a method for powering an aircraft according to an embodiment is shown;

[0041] Figure 2 A schematic diagram of an aircraft power supply system according to an embodiment is shown.

[0042] Figure numerals: 01 first power supply unit; 11 engine; 12 generator; 02 second power supply unit; 21 hydrogen fuel cell; 22 hydrogen production reaction chamber; 23 first storage tank; 24 second storage tank; 25 combustion chamber; 03 third power supply unit; 04 busbar unit. DETAILED DESCRIPTION

[0043] 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.

[0044] 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.

[0045] In this embodiment, the use of a traditional APU has restrictions on the operating altitude, and the all-electric APU requires too high an output power of the engine 11 when cruising in the air, which can easily lead to insufficient power supply, and the carbon emissions are too high, affecting environmental protection. The traditional APU needs to provide not only electrical energy, but also hydraulic energy and air pressure energy for the onboard hydraulic system and the air start of the engine 11, while the hydrogen fuel cell 21 can only provide electrical energy, so it cannot directly replace the traditional APU. However, the all-electric APU only provides electrical energy to the outside, replaces the hydraulic energy demand through electric actuation, and replaces the air start of the engine 11 through the electric start of the engine 11. Therefore, the hydrogen fuel cell 21 can replace the all-electric APU and achieve the same benefits as the all-electric APU, such as higher efficiency, lighter weight, etc. To this end, this embodiment discloses a method for powering an aircraft, such as Figure 1As shown, the aircraft power supply method includes steps S10 to S40, and the above steps may be described in detail below:

[0046] Step S10: Based on the power demand of the aircraft, the second power supply unit 02 supplies power with the first power and obtains the voltage of the bus unit 04. The aircraft power supply system includes the second power supply unit 02 and the bus unit 04. The second power supply unit 02 is electrically connected to the bus unit 04. The bus unit 04 is electrically connected to the electrical equipment of the aircraft. Figure 2 As shown, the second power supply unit 02 may include a hydrogen fuel cell 21, a hydrogen production reaction chamber 22, a first storage tank 23, and a second storage tank 24. The hydrogen fuel cell 21 may be a high-temperature proton exchange membrane hydrogen fuel cell 21 with good carbon monoxide tolerance. The first storage tank 23 and the second storage tank 24 store methanol and water respectively, which can be used to supply methanol and water to the hydrogen production reaction chamber 22. Methanol and water react in the hydrogen production reaction chamber 22 to produce hydrogen, which is then transported to the hydrogen fuel cell 21 to react and generate electricity. In other embodiments, the hydrogen required by the hydrogen fuel cell 21 can be obtained by methanol reforming hydrogen production system, high-pressure gaseous hydrogen storage, liquid hydrogen storage and other ways. Among them, the volume density of high-pressure gaseous hydrogen storage is relatively small, and a large amount of hydrogen needs to be carried in a huge container, which not only requires a major change to the existing fuel system, but also affects the aerodynamic shape of the aircraft; liquid hydrogen storage requires refrigeration equipment or insulated storage tanks to maintain the low temperature state of liquid hydrogen, but the refrigeration equipment is huge in volume and weight, and the energy consumption is very high, which is difficult for the airborne environment to bear, and the insulated storage tank is heavy and the cost is high; in addition, the purchase price of hydrogen is much higher than that of methanol, and the safety of storing and carrying a large amount of hydrogen is also much lower than that of methanol. Therefore, this embodiment tends to produce hydrogen by methanol reforming, and its principle is that after methanol and water are mixed, they are catalyzed by a catalyst under an environment of 300°C to generate hydrogen and carbon dioxide, wherein hydrogen can be used for hydrogen fuel cell 21 to react and generate electricity. The oxygen required by the hydrogen fuel cell 21 can be obtained by pressurizing the ram air through a compressor.

[0047] Step S20, based on the voltage of the bus unit 04 being less than the set voltage range and the power demand of the aircraft being less than the rated power threshold, the third power supply unit 03 of the aircraft power supply system is controlled to supply power to the bus unit 04. The third power supply unit 03 may be a power battery, which may be switched between charging and discharging modes. By monitoring the voltage of the bus unit 04, it may be quickly determined whether the third power supply unit 03 is charging or discharging, so as to ensure that the aircraft power supply system operates normally.

[0048] Step S30 , based on the third power supply unit 03 supplying power to the bus unit 04 , the voltage fluctuation of the bus unit 04 is obtained.

[0049] Step S40, based on the voltage fluctuation of the bus unit 04 being greater than the first set fluctuation range and the fluctuation maintaining time being greater than the set time range, the second power supply unit 02 is adjusted from the first power to the second power to supply electric energy, and the sum of the power supply of the third power supply unit 03 and the power supply of the second power supply unit 02 is within the power demand range of the aircraft. Among them, the first power is less than the second power. Whether the second power supply unit 02 needs to adjust the power supply is determined by the voltage fluctuation of the bus unit 04. When the second power supply unit 02 needs to increase the power supply, the third power supply unit 03 adjusts the power supply accordingly, thereby buying time for the second power supply unit 02 to adjust the power supply. In other embodiments, when the hydrogen fuel cell 21 adjusts its output power, it is necessary to adjust the raw material intake speed, and the response is slow, which makes it difficult to meet the aircraft's requirements for power supply quality. Therefore, the hydrogen fuel cell 21 cannot be used as an independent power supply, but needs to work in conjunction with the power battery. The power battery quickly responds to power changes in onboard electrical equipment to buy time for the hydrogen fuel cell 21 to adjust its state. Therefore, unlike the traditional APU, in which the power battery is only responsible for APU startup and emergency power supply, the power battery (i.e., the third power supply unit 03) in this embodiment needs to switch frequently between charging and discharging, and its rated power can be designed to be 20% to 50% of the rated power of the hydrogen fuel cell 21, and the specific value depends on the degree of load fluctuation. The capacity can be designed to maintain the rated power discharge for 1 to 3 minutes, and the specific value is determined by the response time of the hydrogen fuel cell 21.

[0050] In this embodiment, the aircraft power supply method may further include:

[0051] Step S50, based on the fact that the power demand of the aircraft is greater than the rated power threshold, the first power supply unit 01 and the second power supply unit 02 are controlled to jointly supply power, and the voltage fluctuation of the bus unit 04 is obtained. The aircraft power supply system further includes the first power supply unit 01. The first power supply unit 01 is electrically connected to the bus unit 04. The first power supply unit 01 and the second power supply unit 02 jointly supply power to ensure that the power demand of the aircraft is met, and to ensure a stable supply of flight power.

[0052] Step S51, based on the voltage fluctuation of the bus unit 04 being greater than the second set fluctuation range, the power supply of the first power supply unit 01 is adjusted to quickly meet the dynamic power demand of the aircraft. The sum of the power supply of the first power supply unit 01 and the power supply of the second power supply unit 02 is within the power demand range of the aircraft. In other embodiments, the rated powers of the first power supply unit 01 and the second power supply unit 02 are equal, and the rated power of the third power supply unit 03 is half of the rated power of the first power supply unit 01.

[0053] In this embodiment, the aircraft power supply method may further include:

[0054] Step S52: Based on the failure of the first power supply unit 01, the second power supply unit 02 and the third power supply unit 03 are controlled to supply power together and control the aircraft to land. The second power supply unit 02 supplies power at maximum power. During the landing of the aircraft, unnecessary electrical equipment of the aircraft can be turned off to reduce the power demand of the aircraft and ensure flight and landing safety.

[0055] In this embodiment, the aircraft power supply method may further include:

[0056] Step S53, based on the failure of the second power supply unit 02, control the first power supply unit 01 and the third power supply unit 03 to jointly supply power and control the aircraft to land. During the landing of the aircraft, unnecessary electrical equipment of the aircraft can be turned off to reduce the power demand of the aircraft and ensure flight and landing safety. In other embodiments, when both the first power supply unit 01 and the second power supply unit 02 fail, the third power supply unit 03 can provide emergency power to control the aircraft to land as soon as possible.

[0057] In this embodiment, the aircraft power supply method may further include:

[0058] Step S41: Based on the voltage fluctuation of the bus unit 04 being less than the first set fluctuation range, the second power supply unit 02 is controlled to maintain supplying electric energy at the first power, and the power supply of the third power supply unit 03 is adjusted; wherein the sum of the power supply of the third power supply unit 03 and the power supply of the second power supply unit 02 is within the power demand range of the aircraft. Thus, the power demand of the aircraft is met through the third power supply unit 03, ensuring the stability of the power supply of the aircraft power supply system.

[0059] In this embodiment, the aircraft power supply method may further include:

[0060] Step S21, based on the voltage of the bus unit 04 being greater than a set voltage range, obtaining the power of the third power supply unit 03;

[0061] Step S22, based on the power of the third power supply unit 03 being less than the power threshold, the bus unit 04 charges the third power supply unit 03. When there is a surplus in the aircraft power supply system, the bus unit 04 can charge the third power supply unit 03 to ensure that the power of the third power supply unit 03 is sufficient and reduce resource waste.

[0062] In this embodiment, step S10 may include:

[0063] Step S101, obtaining the ambient temperature of the aircraft power supply system based on the aircraft power demand;

[0064] Step S102, based on the ambient temperature of the aircraft power supply system being lower than the first temperature threshold, controlling the first storage tank 23 of the second power supply unit 02 to supply methanol to the combustion chamber 25;

[0065] Step S103, supplying methanol to the combustion chamber 25 based on the first storage tank 23, and the combustion chamber 25 respectively supplies heat to the hydrogen fuel cell 21 of the second power supply unit 02, the hydrogen production reaction chamber 22 and the third power supply unit 03;

[0066] Step S104, based on the combustion chamber 25, the hydrogen fuel cell 21, the hydrogen production reaction chamber 22 and the third power supply unit 03 are heated respectively, and the second power supply unit 02 supplies electric energy with the first power and obtains the voltage of the bus unit 04. At this time, the aircraft may be in an extremely cold environment (which may be below -40°C), and the second power supply unit 02 and the third power supply unit 03 are heated by directly burning methanol. After the temperature rises to the set temperature, the second power supply unit 02 and the third power supply unit 03 are started to ensure that the second power supply unit 02 and the third power supply unit 03 can operate normally and supply power, and avoid affecting the power supply efficiency of the second power supply unit 02 and the third power supply unit 03 due to too low temperature. In other embodiments, if the aircraft is in a normal temperature environment (which may be ±20°C), the second power supply unit 02 can operate autonomously, and the hydrogen production reaction chamber 22 provides hydrogen to the hydrogen fuel cell 21, so that the hydrogen fuel cell 21 reacts and supplies power.

[0067] In this embodiment, step S10 may include:

[0068] Step S111, obtaining the ambient temperature of the aircraft power supply system based on the aircraft power demand;

[0069] Step S112, based on the ambient temperature of the aircraft power supply system being lower than the second temperature threshold, controlling the third power supply unit 03 to supply heat to the second power supply unit 02 to a set temperature; wherein the first temperature threshold is lower than the second temperature threshold;

[0070] Step S113, based on the third power supply unit 03 supplying heat to the second power supply unit 02 to the set temperature, the second power supply unit 02 supplies electric energy at the first power and obtains the voltage of the bus unit 04. At this time, the aircraft may be in a low temperature environment (may be between -40°C and -20°C), and the third power supply unit 03 can be used to heat the second power supply unit 02, and the hydrogen fuel cell 21 is started after the temperature rises to the set temperature, thereby reducing the consumption of methanol, ensuring the normal reaction and power supply of the second power supply unit 02, and avoiding the power supply efficiency of the second power supply unit 02 being too low.

[0071] In this embodiment, step S10 may further include:

[0072] Step S114, based on the second power supply unit 02 supplying electric energy at the first power, the water discharged from the hydrogen fuel cell 21 after the reaction is transported to the second storage tank 24. The water required for the hydrogen production reaction chamber 22 to produce hydrogen can be obtained from the reaction of the hydrogen fuel cell 21, thereby realizing the recycling of water. When the aircraft takes off, it only needs to carry a small amount of water for the initial stage of the hydrogen production reaction, thereby reducing the weight cost caused by carrying a large amount of reaction water.

[0073] In this embodiment, this embodiment discloses an aircraft power supply system, which can be applied to any of the aircraft power supply methods in the above embodiments. The aircraft power supply system may include a first power supply unit 01, a second power supply unit 02, and a third power supply unit 03. The first power supply unit 01 includes an engine 11 and a generator 12. The engine 11 is electrically connected to the generator 12.

[0074] The second power supply unit 02 includes a hydrogen fuel cell 21, a hydrogen production reaction chamber 22, a first storage tank 23, a second storage tank 24, and a combustion chamber 25. The input end of the hydrogen fuel cell 21 is connected to the output end of the hydrogen production reaction chamber 22. The input end of the hydrogen production reaction chamber 22 is respectively connected to the first storage tank 23 and the second storage tank 24. The output end of the hydrogen fuel cell 21 is connected to the second storage tank 24. The input end of the combustion chamber 25 is connected to the first storage tank 23. The first storage tank 23 can be used to store methanol, and the second storage tank 24 can be used to store water.

[0075] The third power supply unit 03 supplies heat to the second power supply unit 02. The combustion chamber 25 supplies heat to the hydrogen fuel cell 21, the hydrogen production reaction chamber 22, and the third power supply unit 03 respectively, ensuring the reaction temperature of the methanol reforming hydrogen production reaction and the chemical energy conversion electrical energy reaction of the hydrogen fuel cell 21.

[0076] The busbar unit 04 is electrically connected to the generator 12. The busbar unit 04 is electrically connected to the hydrogen fuel cell 21. The busbar unit 04 is electrically connected to the third power supply unit 03. The aircraft power supply system can provide electrical energy to the aircraft's electrical equipment through the busbar unit 04.

[0077] In other embodiments, the power supply efficiency of the hydrogen fuel cell 21 can reach 50-60%, which is much higher than 30% of the engine 11 and the generator 12 and 20% of the all-electric APU and the auxiliary generator, thereby improving the energy utilization efficiency of the system and being more economical; methanol is a renewable fuel, and replacing fuel oil with methanol fuel can significantly reduce carbon emissions and be more environmentally friendly; methanol is a liquid fuel at room temperature, and its installation and application requires relatively little change to existing aircraft systems and ground support systems, making it more feasible; the three different power supply modes of the first power supply unit 01, the second power supply unit 02, and the third power supply unit 03 significantly improve aircraft safety; the price of methanol is lower than fuel oil, and the cost of use is lower.

[0078] 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 scope of the present disclosure.

Claims

1. A method for powering an aircraft, characterized in that: The aircraft power supply method comprises: Step S10: Based on the power demand of the aircraft, the second power supply unit supplies electric energy with the first power and obtains the voltage of the bus unit; wherein the aircraft power supply system comprises the second power supply unit and the bus unit; the second power supply unit is electrically connected to the bus unit; and the bus unit is electrically connected to the electrical equipment of the aircraft; Step S20, based on the voltage of the bus unit being less than a set voltage range and the power demand of the aircraft being less than a rated power threshold, controlling a third power supply unit of the aircraft power supply system to supply power to the bus unit; Step S30, obtaining voltage fluctuation of the bus unit based on the third power supply unit supplying power to the bus unit; Step S40, based on the fact that the voltage fluctuation of the bus unit is greater than the first set fluctuation range and the fluctuation maintenance time is greater than the set time range, the second power supply unit adjusts from the first power to the second power to supply electrical energy, and the sum of the power supply power of the third power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft; wherein the first power is less than the second power.

2. The aircraft power supply method according to claim 1, characterized in that: The aircraft power supply method further comprises: Step S50, based on the fact that the power demand of the aircraft is greater than the rated power threshold, controlling the first power supply unit and the second power supply unit to jointly supply power, and obtaining the voltage fluctuation of the bus unit; wherein the aircraft power supply system further includes the first power supply unit; the first power supply unit is electrically connected to the bus unit; Step S51, based on the voltage fluctuation of the bus unit being greater than a second set fluctuation range, adjust the power supply power of the first power supply unit; wherein the sum of the power supply power of the first power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft.

3. The aircraft power supply method according to claim 2, characterized in that: The aircraft power supply method further includes: Step S52: Based on the failure of the first power supply unit, control the second power supply unit and the third power supply unit to jointly supply power and control the aircraft to land; wherein the second power supply unit supplies power at maximum power.

4. The aircraft power supply method according to claim 3, characterized in that: The aircraft power supply method further includes: Step S53: Based on the failure of the second power supply unit, control the first power supply unit and the third power supply unit to jointly supply power and control the aircraft to land.

5. The aircraft power supply method according to claim 4, characterized in that: The aircraft power supply method further includes: Step S41, based on the voltage fluctuation of the bus unit being less than the first set fluctuation range, controlling the second power supply unit to maintain supplying electric energy at the first power, and adjusting the power supply power of the third power supply unit; wherein the sum of the power supply power of the third power supply unit and the power supply power of the second power supply unit is within the power demand range of the aircraft.

6. The aircraft power supply method according to claim 1, characterized in that: The aircraft power supply method further includes: Step S21, based on the voltage of the bus unit being greater than a set voltage range, obtaining the power of the third power supply unit; Step S22: based on the power level of the third power supply unit being less than a power threshold, the bus unit charges the third power supply unit.

7. The aircraft power supply method according to claim 1, characterized in that: The step S10 comprises: Step S101, obtaining the ambient temperature of the aircraft power supply system based on the power demand of the aircraft; Step S102, based on the ambient temperature of the aircraft power supply system being lower than a first temperature threshold, controlling the first storage tank of the second power supply unit to supply methanol to the combustion chamber; Step S103, supplying methanol to the combustion chamber based on the first storage tank, and the combustion chamber respectively supplies heat to the hydrogen fuel cell of the second power supply unit, the hydrogen production reaction chamber and the third power supply unit; Step S104: Based on the combustion chamber, the hydrogen fuel cell, the hydrogen production reaction chamber and the third power supply unit are respectively heated; the second power supply unit supplies electric energy with a first power and obtains the voltage of the bus unit.

8. The aircraft power supply method according to claim 7, characterized in that: The step S10 comprises: Step S111, obtaining the ambient temperature of the aircraft power supply system based on the power demand of the aircraft; Step S112, based on the ambient temperature of the aircraft power supply system being lower than a second temperature threshold, controlling the third power supply unit to supply heat to the second power supply unit to a set temperature; wherein the first temperature threshold is lower than the second temperature threshold; Step S113: Based on the third power supply unit supplying heat to the second power supply unit to a set temperature, the second power supply unit supplies electric energy with a first power and obtains the voltage of the bus unit.

9. The aircraft power supply method according to claim 8, characterized in that: The step S10 further includes: Step S114: based on the second power supply unit supplying electric energy at the first power, water discharged from the hydrogen fuel cell after the reaction is transported to a second storage tank.

10. An aircraft power supply system, the aircraft power supply system being applied to an aircraft power supply method according to any one of claims 1 to 9, characterized in that: The aircraft power supply system comprises: A first power supply unit, the first power supply unit comprising an engine and a generator; the engine is electrically connected to the generator; A second power supply unit, the second power supply unit includes a hydrogen fuel cell, a hydrogen production reaction chamber, a first storage tank, a second storage tank, and a combustion chamber; the input end of the hydrogen fuel cell is connected to the output end of the hydrogen production reaction chamber; the input end of the hydrogen production reaction chamber is respectively connected to the first storage tank and the second storage tank; the output end of the hydrogen fuel cell is connected to the second storage tank; the input end of the combustion chamber is connected to the first storage tank; a third power supply unit, the third power supply unit supplies heat to the second power supply unit; the combustion chamber supplies heat to the hydrogen fuel cell, the hydrogen production reaction chamber, and the third power supply unit respectively; A busbar unit, wherein the busbar unit is electrically connected to the generator; the busbar unit is electrically connected to the hydrogen fuel cell; and the busbar unit is electrically connected to the third power supply unit.

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