Thermal management combined power system, aircraft and control method

Abstract

The present invention relates to the technical field of aircraft environmental control systems, and more specifically, to a thermal management type combined power system, aircraft, and control method. The system includes a power assembly in which a compressor, a combustion chamber, and a gas turbine are connected in sequence; an air intake, a compressor, and a combustion chamber are connected in sequence; a condenser has a first channel and a second channel in a refrigeration air supply assembly; the outlet of the compressor, the first channel, the first cooling turbine, the second channel, the second cooling turbine, and the first heat exchanger are connected in sequence; the outlet of the first heat exchanger is connected to the outside atmosphere; the outlet of the first heat exchanger is connected to the inlet of the compressor; the compressor, the second cooling turbine, and the second gas-liquid separator are connected in sequence; the condenser is detachably connected to the first gas-liquid separator; the first cooling turbine, the second cooling turbine, the compressor, and the gas turbine are all coaxially connected to the motor assembly; and the valve assembly controls the on-off of the pipeline. This solves the problem of the condenser freezing when the aircraft is in the air for environmental control cooling.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft environmental control systems, and in particular to a thermal management type combined power system, an aircraft, and a control method. Background Art

[0002] Thermally managed combined power systems physically and functionally integrate the aircraft's auxiliary / emergency power, environmental control, and starting / generating systems, enabling them to simultaneously perform multiple functions, including ground-based engine starting, ground maintenance, airborne environmental control cooling and power generation, and airborne emergency power generation. These systems are designed to replace traditional auxiliary power units, emergency power units, air-cycle refrigeration units, and evaporative-cycle refrigeration units. However, waste heat from aircraft, particularly military fighter jets, has increased significantly, and current cooling system requirements have exceeded existing designs, resulting in increased engine bleed air, which will impact engine performance and lifespan. Consequently, the need for a new, efficient, thermally managed combined power unit is becoming increasingly urgent. Summary of the Invention

[0003] In order to solve the problem of freezing and blocking of the condenser when an aircraft is refrigerated in the air, the present invention provides a thermal management type combined power system, an aircraft and a control method.

[0004] In a first aspect, the present invention provides a thermal management type combined power system, the thermal management type combined power system comprising:

[0005] A power assembly comprising a compressor, a combustion chamber, a gas turbine, and an air intake; the compressor, the combustion chamber, and the gas turbine are detachably connected in sequence; the compressor and the gas turbine are coaxially connected; the air intake is connected to the inlet of the compressor to form a first air intake path; the air intake is used to connect to the outside atmosphere; the outlet of the compressor is connected to the combustion chamber to form a first gas path;

[0006] A motor assembly, the motor assembly comprising a starter-generator integrated motor, the starter-generator integrated motor being coaxially connected to the compressor;

[0007] Refrigeration air supply assembly, the refrigeration air supply assembly includes a condenser, a first gas-liquid separator, a first cooling turbine, a second cooling turbine, a second gas-liquid separator and a first heat exchanger; the condenser has a first channel and a second channel isolated from each other; the first channel and the second channel can perform heat exchange; the outlet of the compressor, the first channel, the first cooling turbine, the second channel, the second cooling turbine, and the first heat exchanger are connected in sequence to form a refrigeration path; the outlet of the first heat exchanger is connected to the outside atmosphere to form an exhaust path; the outlet of the first heat exchanger is connected to the inlet of the compressor to form a return path; the outlet of the compressor is connected to the second cooling turbine to form a first air supply path; the outlet of the second cooling turbine is connected to the inlet of the second gas-liquid separator to form a second air supply path; the condenser and the first gas-liquid separator are detachably connected; the first gas-liquid separator can perform gas-liquid separation on the medium flowing through the condenser; the first cooling turbine and the second cooling turbine are both coaxially connected to the starting-in-one motor;

[0008] A valve assembly controls the opening and closing of the first air intake path, the first gas path, the cooling path, the exhaust path, and the first air supply path.

[0009] In some embodiments, the refrigeration air supply component also includes a second heat exchanger; the second heat exchanger has a third channel and a fourth channel isolated from each other; the third channel and the fourth channel are capable of heat exchange; the outlet of the compressor is connected to the third channel; the third channel is respectively connected to the first channel and the second cooling turbine; the outlet of the first heat exchanger is connected to the fourth channel; the fourth channel is connected to the atmosphere to form the exhaust path; the fourth channel is connected to the inlet of the compressor to form the return path.

[0010] In some embodiments, the thermally managed combined power system further includes an engine assembly;

[0011] The power assembly further includes a first air induction portion; the engine assembly, the first air induction portion and the combustion chamber are sequentially connected to form a second gas path; the valve assembly controls the on-off of the second gas path.

[0012] In some embodiments, the power assembly further includes a second air inlet; the engine assembly, the second air inlet, and the inlet of the compressor are sequentially connected to form a second air inlet path; the valve assembly controls the opening and closing of the second air inlet path;

[0013] The second air intake path merges with the cooling path, or the second air intake path merges with the return path.

[0014] In some embodiments, the refrigeration air supply assembly further includes a heat dissipation channel, which is capable of exchanging heat with the outside atmosphere; the outlet of the compressor is connected to the third channel through the heat dissipation channel.

[0015] In some embodiments, a heat exchange channel is integrally formed on the casing of the gas turbine; the first air induction portion is connected to the combustion chamber through the heat exchange channel; and the outlet of the compressor is connected to the combustion chamber through the heat exchange channel.

[0016] In a second aspect, the present invention provides an aircraft, comprising: a rack system; a thermal management combined power system according to any one of the above embodiments; the thermal management combined power system is detachably connected to the rack system.

[0017] In a third aspect, the present invention provides an aircraft control method, which is applied to the aircraft described in the second aspect, and includes:

[0018] Step S10, wherein step S10 includes steps S11 to S15;

[0019] Step S11, obtaining a first working instruction of the aircraft based on the aircraft being in a ground maintenance state or a first flight state; the first flight state includes the aircraft flying at a height lower than a preset height;

[0020] Step S12: based on the first working instruction including gas supply and power generation, opening the first air intake path and the first gas path until the speed of the gas turbine reaches a first preset speed;

[0021] Step S13, based on the rotation speed of the gas turbine reaching the first preset rotation speed, opening the first air supply path and the second air supply path, and controlling the starter-generator integrated motor to switch to a generator working state;

[0022] Step S14: based on the first operating instruction including power generation, cooling, and gas supply, opening the first air intake path and the first gas path until the speed of the gas turbine reaches a rated operating speed;

[0023] In step S15, based on the rotation speed of the gas turbine reaching the rated operating speed, the cooling path, the exhaust path and the second air supply path are opened, and the starting-generating integrated motor is controlled to be in a power generation state.

[0024] In some embodiments, the aircraft control method further includes step S20, and step S20 includes steps S21 to S25;

[0025] Step S21, obtaining a second working instruction of the aircraft based on the aircraft being in a second flight state; the second flight state includes the aircraft's flight altitude being higher than the preset altitude;

[0026] Step S22: Based on the second working instruction including power generation and gas supply, the second gas path is opened until the speed of the gas turbine reaches a second preset speed;

[0027] Step S23, based on the rotation speed of the gas turbine reaching the second preset rotation speed, opening the first air intake path, the first air supply path, and the second air supply path, and controlling the starter-generator integrated motor to switch to a generator operating state;

[0028] Step S24: based on the second working instruction including power generation, gas supply, and cooling, the second gas path is opened until the speed of the gas turbine reaches a third preset speed;

[0029] Step S25, based on the rotation speed of the gas turbine reaching the third preset rotation speed, the second air intake path, the cooling path, the return path and the second air supply path are opened, and the starting and generating integrated motor is controlled to switch to the generator working state.

[0030] In some embodiments, the step S20 further includes steps S26 to S27;

[0031] Step S26: Based on the second working instruction including cooling and gas supply, the second gas path is opened until the speed of the gas turbine reaches a fourth preset speed;

[0032] Step S27, based on the rotation speed of the gas turbine reaching a fourth preset rotation speed, the second air intake path, the cooling path, the return path and the second air supply path are opened, and the starting-in-one motor is controlled to switch to the electric motor working state.

[0033] In order to solve the problem of condenser freezing and blocking when an aircraft is refrigerated in the air, the present invention has the following advantages:

[0034] The cooling path, formed by the sequential connection of the compressor outlet, the first channel, the first cooling turbine, the second channel, the second cooling turbine, and the first heat exchanger, achieves two-stage cooling. The two-stage turboexpansion cooling of the first and second cooling turbines effectively increases the expansion ratio, thereby enhancing the aircraft's cooling capacity. The compressor exhaust air passes through the first channel of the condenser before being refrigerated by the first cooling turbine. After the first stage of cooling in the first cooling turbine, the air passes through the second channel of the condenser. The first and second channels exchange heat, allowing the cold air discharged from the first cooling turbine to absorb some of the heat from the air before the first cooling turbine's inlet, thereby pre-condensing and cooling the air before the first cooling turbine's inlet and reducing the cooling requirements of the first cooling turbine. Both the first and second channels can separate moisture using the first gas-liquid separator, improving air dryness and enhancing air supply and cooling efficiency. Because the refrigerated gas undergoes two-stage cooling, the temperature of the gas discharged from the first cooling turbine can be above 0°C, making it less susceptible to freezing and blockage when entering the condenser. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram of a thermal management combined power system according to an embodiment is shown;

[0036] Figure 2 A schematic flow chart of an aircraft control method according to an embodiment is shown.

[0037] Figure numerals: 10 power assembly; 11 compressor; 12 combustion chamber; 13 gas turbine; 14 air intake; 15 first air inlet; 16 second air inlet; 17 heat exchange channel; 20 motor assembly; 30 refrigeration air supply assembly; 31 condenser; 32 first gas-liquid separator; 33 first cooling turbine; 34 second cooling turbine; 35 second gas-liquid separator; 36 first heat exchanger; 37 second heat exchanger; 38 heat dissipation channel; 40 valve assembly; 50 engine assembly. DETAILED DESCRIPTION

[0038] 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 implement the present disclosure, rather than to imply any limitation on the scope of the present disclosure.

[0039] As used herein, the term "including" and its variations 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." Terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily intended to better describe the present application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationships. For example, the term "on" may, in certain circumstances, be used to indicate a dependency or connection relationship. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances. Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" are to be interpreted broadly. 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 a direct connection, an indirect connection through an intermediate medium, or 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 or quantity of the indicated devices, elements, or components. Unless otherwise specified, "plurality" means two or more.

[0040] In this embodiment, the existing system has poor gas-liquid separation effect when cooling the aircraft, and the exhaust pressure of the cooling turbine is higher than the required cabin pressure, resulting in incomplete expansion of the air and large pressure energy loss, which ultimately leads to insufficient cooling efficiency. To this end, this embodiment discloses a thermal management type combined power system. Figure 1 As shown, the thermal management type combined power system includes a power assembly 10 , a motor assembly 20 , a refrigeration air supply assembly 30 , and a valve assembly 40 .

[0041] The power assembly 10 includes a compressor 11, a combustion chamber 12, a gas turbine 13, and an air intake 14. The compressor 11, combustion chamber 12, and gas turbine 13 are detachably connected in sequence. The compressor 11 and gas turbine 13 are coaxially connected. The air intake 14 communicates with the inlet of the compressor 11 to form a first air intake path. The air intake 14 is used to connect to the outside atmosphere. Therefore, air supplied by the air intake 14 can be compressed by the compressor 11 and used as a refrigerant or combustion aid. The outlet of the compressor 11 communicates with the combustion chamber 12 to form a first gas path. This allows the gas turbine 13 to operate through the first air intake path and the first gas path when the aircraft is on the ground or at low altitude.

[0042] The motor assembly 20 includes a starter-generator motor, which is coaxially connected to the compressor 11. This allows the starter-generator motor to switch to generator mode, allowing the gas turbine 13 to drive the starter-generator motor to rotate and generate electricity. During high-altitude flight, to reduce the amount of air entering the combustion chamber 12, the engine can extract power to drive the starter-generator motor, causing the starter-generator motor to switch to electric motor mode. This provides power compensation for the rotation of the gas turbine 13, improving flight efficiency.

[0043] The refrigeration air supply assembly 30 includes a condenser 31, a first gas-liquid separator 32, a first cooling turbine 33, a second cooling turbine 34, a second gas-liquid separator 35, and a first heat exchanger 36. The condenser 31 has a first channel and a second channel, each isolated from the other. The first channel and the second channel are capable of heat exchange. The outlet of the compressor 11, the first channel, the first cooling turbine 33, the second channel, the second cooling turbine 34, and the first heat exchanger 36 are sequentially connected to form a refrigeration path. Refrigerant in this refrigeration path removes heat from the first heat exchanger 36, thereby cooling the onboard equipment. The outlet of the first heat exchanger 36 is connected to the outside atmosphere, forming an exhaust path, allowing the refrigerant to dissipate heat. The outlet of the first heat exchanger 36 is connected to the inlet of the compressor 11, forming a return path. This reduces air and engine gas consumption and allows for air recycling when the aircraft is at high altitude, where the air is thin. The outlet of the compressor 11 is connected to the second cooling turbine 34, forming a first air supply path, thereby supplying air at a suitable temperature to the aircraft cabin. The outlet of the second cooling turbine 34 is connected to the inlet of the second gas-liquid separator 35 to form a second air supply path; thereby, the water content in the air supplied to the aircraft cabin can be reduced. The condenser 31 is detachably connected to the first gas-liquid separator 32; the first gas-liquid separator 32 can separate the gas and liquid in the medium flowing through the condenser 31, thereby reducing pipeline redundancy and achieving the purpose of lightweighting the aircraft. The first cooling turbine 33 and the second cooling turbine 34 are both coaxially connected to the starting motor; the starting motor drives the first cooling turbine 33 and the second cooling turbine 34 to rotate in order to reduce the temperature of the air flowing through the first cooling turbine 33 and the second cooling turbine 34.

[0044] The valve assembly 40 controls the opening and closing of the first air intake path, the first gas path, the cooling path, the exhaust path, and the first air supply path, so as to adapt to the air supply requirements of the aircraft under different operating conditions.

[0045] Through the above arrangement, the first and second channels are provided in the condenser 31, allowing air to flow through the condenser 31 and the first gas-liquid separator 32 twice through the refrigeration path, thereby improving the gas-liquid separation effect, reducing the water content in the air, and reducing the risk of freezing at the inlet of the second cooling turbine 34. The two-stage refrigeration of the first cooling turbine 33 and the second cooling turbine 34 ensures that the temperature of the air discharged from the first cooling turbine 33 remains above 0°C. At this time, the risk of freezing at the inlet of the condenser 31 is low. After the second gas-liquid separation reduces the water content, the air enters the second cooling turbine 34 and is cooled to below 0°C. This improves the expansion ratio of the air, reduces pressure energy loss, and thus improves refrigeration efficiency.

[0046] In this embodiment, if Figure 1 As shown, the refrigeration air supply component 30 also includes a second heat exchanger 37; the second heat exchanger 37 has a third channel and a fourth channel isolated from each other; the third channel and the fourth channel can perform heat exchange; the outlet of the compressor 11 is connected to the third channel; the third channel is connected to the first channel and the second cooling turbine 34 respectively; the outlet of the first heat exchanger 36 is connected to the fourth channel; the fourth channel is connected to the atmosphere to form an exhaust path; the fourth channel is connected to the inlet of the compressor 11 to form a return path.

[0047] Through the above-mentioned arrangement, the refrigerant (air) flowing out of the outlet of the compressor 11 in the refrigeration path first flows into the second heat exchanger 37, so that the remaining cold air discharged from the first heat exchanger 36 can be used to cool the higher temperature air flowing to the refrigeration path or the first air supply path in the second heat exchanger 37 through the fourth channel, thereby reducing the refrigeration requirements of the condenser 31, the first cooling turbine 33 and the second cooling turbine 34, thereby reducing energy consumption and improving energy utilization.

[0048] In this embodiment, if Figure 1 As shown, the thermal management combined power system also includes an engine assembly 50; the power assembly 10 also includes a first air induction part 15; the engine assembly 50, the first air induction part 15 and the combustion chamber 12 are connected in sequence to form a second gas path; the valve assembly 40 controls the on and off of the second gas path.

[0049] When the aircraft climbs to a high altitude during flight, the air is relatively thin, and the air introduced into the compressor 11 from the air intake 14 is difficult to meet the gas volume for cooling and air supply. Setting a second gas path allows the combustion chamber 12 to introduce gas from the engine assembly 50 to assist combustion, so that the gas turbine 13 can operate normally.

[0050] In this embodiment, if Figure 1 As shown, the power assembly 10 further includes a second air inlet 16; the engine assembly 50, the second air inlet 16 and the inlet of the compressor 11 are sequentially connected to form a second air inlet path; the valve assembly 40 controls the opening and closing of the second air inlet path;

[0051] The second air intake path merges with the cooling path, or the second air intake path merges with the return path.

[0052] By merging the second air intake path with the cooling path or the second air intake path with the return path, the air supplied by the engine assembly 50 can be cooled by utilizing the residual cooling capacity of the air in the cooling path or the merging path before entering the inlet of the compressor 11. This improves energy utilization, reduces the temperature of the air entering the inlet of the compressor 11, and prevents damage to the compressor 11. The design of the second air bleed portion 16 ensures that the air volume required for cooling and air supply can be maintained even when the aircraft is flying at high altitudes.

[0053] In this embodiment, if Figure 1 As shown, the refrigeration air supply assembly 30 further includes a heat dissipation channel 38 , which can exchange heat with the outside atmosphere; the outlet of the compressor 11 is connected to the third channel through the heat dissipation channel 38 .

[0054] The heat dissipation channel 38 can be located on the outer shell of the aircraft, so as to realize heat exchange with the outside atmosphere, so that the air discharged from the compressor 11 can enter the second heat exchanger 37 for cooling after preliminary heat dissipation through the heat dissipation channel 38, thereby further reducing the refrigeration requirements of the condenser 31, the first cooling turbine 33, and the second cooling turbine 34, and reducing energy consumption.

[0055] In this embodiment, if Figure 1 As shown, a heat exchange channel 17 is integrally formed on the casing of the gas turbine 13 ; the first air induction portion 15 is connected to the combustion chamber 12 through the heat exchange channel 17 ; and the outlet of the compressor 11 is connected to the combustion chamber 12 through the heat exchange channel 17 .

[0056] Through the above-mentioned arrangement, the air supplied to the combustion chamber 12 can flow through the heat exchange channel 17, so that the waste heat generated by the gas turbine 13 can be used to preliminarily heat the gas introduced by the engine component 50 or the air compressed by the compressor 11, thereby improving energy utilization. At the same time, the heat exchange channel 17 is designed as a conformal integration of the gas turbine 13 casing, which can also play a role in lightweighting.

[0057] This embodiment discloses an aircraft, comprising: a frame system; a thermally managed combined power system according to any one of the above embodiments; and a detachable connection between the thermally managed combined power system and the frame system. The aircraft may be a drone, a civilian airliner, a fighter jet, or the like.

[0058] In this embodiment, this embodiment discloses an aircraft control method applied to the above embodiment. Figure 2 As shown, the aircraft control method includes:

[0059] Step S10, step S10 includes steps S11 to S15;

[0060] Step S11, obtaining a first working instruction of the aircraft based on the aircraft being in a ground maintenance state or a first flight state; the first flight state includes the aircraft's flight altitude being lower than a preset altitude; at this time, it is easier for the aircraft to obtain air.

[0061] In step S12, based on the first operating instruction, which includes both gas supply and power generation, the first air intake path and the first gas flow path are activated until the speed of the gas turbine 13 reaches a first predetermined speed, which may be 95% of the rated operating speed of the gas turbine 13. The air intake 14, in conjunction with the compressor 11, supplies combustion-supporting gas to the combustion chamber 12 via the first air intake path and the first gas flow path. At this point, the starter-generator motor can drive the belt.

[0062] In step S13, upon the gas turbine 13 reaching a first predetermined speed, the first and second air supply paths are opened, and the starter-generator motor is controlled to switch to a generator mode. At this point, the gas turbine 13 generates power to drive the starter-generator motor. Air compressed by the compressor 11 is supplied to the aircraft cabin and other air-consuming equipment via the first and second air supply paths.

[0063] Step S14, based on the first working instruction including power generation, cooling and gas supply, opening the first air intake path and the first gas path until the speed of the gas turbine 13 reaches the rated working speed;

[0064] In step S15, upon the gas turbine 13 reaching its rated operating speed, the cooling path, exhaust path, and second air supply path are activated, controlling the starter-generator motor to operate in a power generation mode. Air compressed by the compressor 11 passes through the cooling and exhaust paths to achieve a cooling function, specifically by absorbing heat from the equipment load through the first heat exchanger 36. The gas compressed by the compressor 11 is supplied to the aircraft cabin or other gas-consuming equipment through the cooling and second air supply paths.

[0065] In other embodiments, the thermal management combined power system may also only supply air. Specifically, the air compressed by the compressor 11 is supplied to the aircraft cabin or other air-consuming equipment through the first air supply path and the second air supply path, and is supplied to the combustion chamber 12 through the first gas path.

[0066] Through the above control, the aircraft can adjust the air supply mode of the thermal management combined power system, the integrated air supply and power generation mode, or the integrated function of air supply, power generation and refrigeration under different working conditions, so as to meet the use requirements of the aircraft.

[0067] In this embodiment, the aircraft control method further includes step S20, and step S20 includes steps S21 to S25;

[0068] Step S21, based on the aircraft being in a second flight state, obtaining a second working instruction of the aircraft; the second flight state includes the aircraft flying at a higher altitude than a preset altitude; at this time, the aircraft is at a high altitude and the air is relatively thin.

[0069] In step S22, based on the second operating instruction including power generation and gas supply, the second gas path is opened until the speed of the gas turbine 13 reaches a second preset speed, which may be 75% of the rated operating speed of the gas turbine 13. The gas turbine 13 is driven by bleed air from the engine assembly 50.

[0070] In step S23, upon the gas turbine 13 reaching a second predetermined speed, the first air intake path, the first air supply path, and the second air supply path are opened, controlling the starter-generator motor to switch to generator operation. When the gas turbine 13 reaches the second predetermined speed, the thermally managed combined power system is capable of both power generation and air supply. At this point, exhaust gas from the compressor 11 is supplied to the aircraft's cabin and other air-consuming equipment via the first and second air supply paths.

[0071] In step S24, based on the second operating instruction including power generation, gas supply, and cooling, the second gas path is activated until the speed of the gas turbine 13 reaches a third preset speed, which may be 85% of the rated operating speed of the gas turbine 13. When the speed of the gas turbine 13 reaches the third preset speed, the thermally managed combined power system has the capabilities of power generation, gas supply, and cooling.

[0072] In step S25, upon the gas turbine 13 reaching a third predetermined speed, the second air intake path, the cooling path, the return path, and the second air supply path are activated, and the starter-generator motor is controlled to switch to a generator mode. The return path reduces gas consumption, achieving gas recycling.

[0073] In other embodiments, when the aircraft opens the second air intake path, the cooling path, the return path and the second air supply path, if it is in a low-altitude state, the induction part can be opened to supply air, thereby reducing the amount of gas introduced from the engine assembly 50 to ensure normal operation of the engine.

[0074] In this embodiment, step S20 further includes steps S26 to S27;

[0075] In step S26, based on the second operating instruction including cooling and air supply, the second gas path is opened until the speed of the gas turbine 13 reaches a fourth preset speed. The fourth preset speed may be 75% of the rated operating speed of the gas turbine 13. When the speed of the gas turbine 13 reaches the fourth preset speed, the thermally managed combined power system has both cooling and air supply capabilities.

[0076] Step S27, based on the rotation speed of the gas turbine 13 reaching the fourth preset rotation speed, the second air intake path, the cooling path, the return path and the second air supply path are opened, and the starter-generator integrated motor is controlled to switch to the electric motor working state.

[0077] The return path allows the gas exhausted from the cooling path to be recycled and reused, reducing gas consumption. The air flowing through the second gas path absorbs waste heat from the gas turbine 13 before entering the combustion chamber 12 for combustion, thereby improving combustion efficiency and energy utilization within the combustion chamber 12.

[0078] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and that 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 thermal management combined power system, characterized in that: The thermal management combined power system includes: A power assembly comprising a compressor, a combustion chamber, a gas turbine, and an air intake; the compressor, the combustion chamber, and the gas turbine are detachably connected in sequence; the compressor and the gas turbine are coaxially connected; the air intake is connected to the inlet of the compressor to form a first air intake path; the air intake is used to connect to the outside atmosphere; the outlet of the compressor is connected to the combustion chamber to form a first gas path; A motor assembly, the motor assembly comprising a starter-generator integrated motor, the starter-generator integrated motor being coaxially connected to the compressor; Refrigeration air supply assembly, the refrigeration air supply assembly includes a condenser, a first gas-liquid separator, a first cooling turbine, a second cooling turbine, a second gas-liquid separator and a first heat exchanger; the condenser has a first channel and a second channel isolated from each other; the first channel and the second channel can perform heat exchange; the outlet of the compressor, the first channel, the first cooling turbine, the second channel, the second cooling turbine, and the first heat exchanger are connected in sequence to form a refrigeration path; the outlet of the first heat exchanger is connected to the outside atmosphere to form an exhaust path; the outlet of the first heat exchanger is connected to the inlet of the compressor to form a return path; the outlet of the compressor is connected to the second cooling turbine to form a first air supply path; the outlet of the second cooling turbine is connected to the inlet of the second gas-liquid separator to form a second air supply path; the condenser and the first gas-liquid separator are detachably connected; the first gas-liquid separator can perform gas-liquid separation on the medium flowing through the condenser; the first cooling turbine and the second cooling turbine are both coaxially connected to the starting-in-one motor; A valve assembly controls the opening and closing of the first air intake path, the first gas path, the cooling path, the exhaust path, and the first air supply path.

2. A thermal management combined power system according to claim 1, characterized in that: The refrigeration air supply component also includes a second heat exchanger; the second heat exchanger has a third channel and a fourth channel isolated from each other; the third channel and the fourth channel are capable of heat exchange; the outlet of the compressor is connected to the third channel; the third channel is connected to the first channel and the second cooling turbine respectively; the outlet of the first heat exchanger is connected to the fourth channel; the fourth channel is connected to the atmosphere to form the exhaust path; the fourth channel is connected to the inlet of the compressor to form the return path.

3. A thermal management combined power system according to claim 2, characterized in that: The thermal management combined power system also includes an engine assembly; The power assembly further includes a first air induction portion; the engine assembly, the first air induction portion and the combustion chamber are sequentially connected to form a second gas path; the valve assembly controls the on-off of the second gas path.

4. A thermal management combined power system according to claim 3, characterized in that: The power assembly further includes a second air inlet; the engine assembly, the second air inlet and the inlet of the compressor are sequentially connected to form a second air inlet path; the valve assembly controls the opening and closing of the second air inlet path; The second air intake path merges with the cooling path, or the second air intake path merges with the return path.

5. The thermal management combined power system according to claim 2, characterized in that: The refrigeration air supply component also includes a heat dissipation channel, which can exchange heat with the external atmosphere; the outlet of the compressor is connected to the third channel through the heat dissipation channel.

6. The thermal management combined power system according to claim 3, characterized in that: A heat exchange flow channel is integrally formed on the outer shell of the gas turbine; the first air induction portion is connected to the combustion chamber through the heat exchange flow channel; and the outlet of the compressor is connected to the combustion chamber through the heat exchange flow channel.

7. An aircraft, characterized in that: The aircraft comprises: rack systems; A thermal management combined power system according to any one of claims 1 to 6; the thermal management combined power system is detachably connected to the rack system.

8. An aircraft control method, applied to the aircraft according to claim 7, characterized in that: The aircraft control method comprises: Step S10, wherein step S10 includes steps S11 to S15; Step S11, obtaining a first working instruction of the aircraft based on the aircraft being in a ground maintenance state or a first flight state; the first flight state includes the aircraft flying at a height lower than a preset height; Step S12: based on the first working instruction including gas supply and power generation, opening the first air intake path and the first gas path until the speed of the gas turbine reaches a first preset speed; Step S13, based on the rotation speed of the gas turbine reaching the first preset rotation speed, opening the first air supply path and the second air supply path, and controlling the starter-generator integrated motor to switch to a generator working state; Step S14: based on the first operating instruction including power generation, cooling, and gas supply, opening the first air intake path and the first gas path until the speed of the gas turbine reaches a rated operating speed; In step S15, based on the rotation speed of the gas turbine reaching the rated operating speed, the cooling path, the exhaust path and the second air supply path are opened, and the starting-generating integrated motor is controlled to be in a power generation state.

9. The aircraft control method according to claim 8, characterized in that: The aircraft control method further includes step S20, and step S20 includes steps S21 to S25; Step S21, obtaining a second working instruction of the aircraft based on the aircraft being in a second flight state; the second flight state includes the aircraft's flight altitude being higher than the preset altitude; Step S22: Based on the second working instruction including power generation and gas supply, the second gas path is opened until the speed of the gas turbine reaches a second preset speed; Step S23, based on the rotation speed of the gas turbine reaching the second preset rotation speed, opening the first air intake path, the first air supply path, and the second air supply path, and controlling the starter-generator integrated motor to switch to a generator operating state; Step S24: based on the second working instruction including power generation, gas supply, and cooling, the second gas path is opened until the speed of the gas turbine reaches a third preset speed; Step S25, based on the rotation speed of the gas turbine reaching the third preset rotation speed, the second air intake path, the cooling path, the return path and the second air supply path are opened, and the starting and generating integrated motor is controlled to switch to the generator working state.

10. The aircraft control method according to claim 9, characterized in that: The step S20 further includes steps S26 to S27; Step S26: Based on the second working instruction including cooling and gas supply, the second gas path is opened until the speed of the gas turbine reaches a fourth preset speed; Step S27, based on the rotation speed of the gas turbine reaching a fourth preset rotation speed, the second air intake path, the cooling path, the return path and the second air supply path are opened, and the starting-in-one motor is controlled to switch to the electric motor working state.

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