Method and system for electrical load management of an auxiliary power unit (APU) for an aircraft

Abstract

This application discloses a method and system for electrical load management of an auxiliary power unit (APU) for an aircraft. An electrical load management method may include: determining the current maximum power supply of the APU based on its current performance parameters; determining the power consumption of multiple load groups powered by the APU based on the total current and supply voltage of these load groups; determining an upper limit and a lower limit of the power supply based on the current maximum power supply, wherein the upper limit is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit is the current maximum power supply multiplied by a lower limit coefficient, with the upper limit coefficient being greater than the lower limit coefficient; and unloading at least one load group from the multiple load groups in response to a first difference between the determined upper limit of power supply and the power consumption being less than a first threshold for a first time period. The technical solution and system of this application perform electrical load management based on APU capabilities, maximizing the power demand of the entire aircraft load without damaging the APU, thereby improving the safety and reliability of the aircraft.

Description

Technical Field

[0001] This application relates to the field of aircraft power system design, and more specifically to methods and systems for electrical load management of auxiliary power units (APUs) for aircraft. Background Technology

[0002] An Auxiliary Power Unit (APU) is essentially a small gas turbine engine. As the auxiliary power source for an aircraft, the APU's primary functions are to provide compressed air for starting the main engine and the environmental control system, and to drive generators to continuously and stably supply power to various onboard equipment. For example, the APU provides power and air supply to the aircraft during specific phases on the ground (e.g., boarding, disembarking, maintenance) and in the air, ensuring the normal operation of cabin lighting, entertainment systems, galleys, and other loads, and is crucial for improving passenger comfort and aircraft operational efficiency.

[0003] The power demands of modern aircraft are increasing. When power extraction exceeds the APU's capabilities, a series of problems will arise if measures are not taken to reduce power extraction, potentially damaging the APU.

[0004] There is an urgent need in this field for optimized methods for electrical load management. Summary of the Invention

[0005] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify the key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as an introduction to the more detailed description that follows.

[0006] In a first aspect, this application provides a method for electrical load management of an auxiliary power unit (APU) for an aircraft. The method may include: determining the current maximum power supply of the APU based on current performance parameters of the APU; determining the power consumption of multiple load groups powered by the APU based on the total current and supply voltage of multiple load groups; determining an upper limit and a lower limit of the power supply based on the current maximum power supply, wherein the upper limit is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit is the current maximum power supply multiplied by a lower limit coefficient, the upper limit coefficient being greater than the lower limit coefficient; and unloading at least one load group from the multiple load groups in response to a first difference between the determined upper limit of power supply and the power consumption being less than a first threshold for a first time period.

[0007] The technical solution of this application determines the current maximum power supply in real time based on the current performance parameters of the APU, avoiding the waste of power supply margin or the risk of overload shutdown caused by setting a fixed power supply. The technical solution of this application introduces an upper limit coefficient and a lower limit coefficient to form a dual threshold buffer band of "upper limit / lower limit of power supply," and also introduces a threshold time to prevent accidental triggering of unloading due to instantaneous fluctuations, while ensuring timely load removal when continuously approaching the APU's limits, thus protecting the APU's lifespan.

[0008] In an alternative embodiment, the method may further include: in response to determining that a second difference between a lower limit of power supply and power consumption is greater than a second threshold for a second time period and that one or more load groups have been unloaded, loading at least one load group from the one or more unloaded load groups, wherein the first threshold and the second threshold are set to vary with the flight phase of the aircraft.

[0009] When the power consumption drops to a certain level and there are unloaded load groups, the unloaded load groups are automatically loaded according to the technical solution of this application, improving the user experience without damaging the APU. In the technical solution of this application, the first threshold and the second threshold are set to change with the flight phase of the aircraft (e.g., ground start-up, take-off, cruise).

[0010] In one alternative embodiment, the current maximum power supply is determined after adjusting the current maximum power supply based on the current lubricating oil temperature of the APU.

[0011] The power generation capacity of an APU is greatly affected by the lubricating oil temperature (poor fluidity at low temperatures and limited heat dissipation at high temperatures). The technical solution of this application corrects the current maximum power supply based on the current lubricating oil temperature, which truly reflects the sustainable power supply limit of the APU under the current state, preventing thermal overload or conservative power limitation caused by simply looking up a table, and taking into account both equipment safety and power supply utilization.

[0012] In an optional embodiment, correcting the current maximum power supply based on the current lubricating oil temperature includes: comparing the current lubricating oil temperature with a preset lubricating oil temperature protection curve to determine a thermal derating factor at the current lubricating oil temperature; multiplying the thermal derating factor by the current maximum power supply to correct the current maximum power supply, wherein: in response to the current lubricating oil temperature being less than a preset optimal operating temperature lower limit, the thermal derating factor is set as a first correction factor; in response to the current lubricating oil temperature being within a preset optimal operating temperature range, the thermal derating factor is set as a second correction factor; or in response to the current lubricating oil temperature being greater than a preset alarm temperature upper limit, the thermal derating factor is set as a third correction factor, the third correction factor being less than the first correction factor, and the first correction factor being less than the second correction factor.

[0013] The technical solution of this application maps the heat derating factor through the lubricating oil temperature protection curve, that is, divides the lubricating oil temperature protection curve into three segments and assigns different correction coefficients to each segment, so as to accurately match the APU status and take into account both equipment safety and power supply utilization.

[0014] In an optional embodiment, the method may further include: acquiring and updating the current lubricating oil temperature at a preset period; or triggering an update of the current lubricating oil temperature in response to the APU loading a high-power load group.

[0015] The technical solution of this application collects the lubricating oil temperature at a preset cycle to ensure timely thermal correction. When a high-power load group is detected on the APU (e.g., a sudden increase in heat generation in a short period of time), the lubricating oil temperature is immediately updated to correct the power supply limit in advance, prevent sudden thermal overload, and balance control real-time performance with system overhead.

[0016] In one alternative embodiment, the current performance parameters of the APU are obtained by querying the APU performance database based on at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed.

[0017] The technical solution of this application estimates the maximum power supply that fits the current operating conditions based on the flight status, environmental status and APU status of the aircraft, thereby improving the reliability of load management.

[0018] In an alternative embodiment, the method may further include: in response to a change in at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed, re-querying the APU performance database to obtain the current performance parameters of the APU.

[0019] The current performance parameters of the APU are obtained by querying the APU performance database based on at least one of the following: the aircraft's flight altitude, environmental parameters, or APU rotation speed.

[0020] The technical solution of this application updates the maximum power supply to match the current operating conditions based on the flight status, environmental status and APU status of the aircraft, thereby improving the reliability of load management.

[0021] In an alternative embodiment, the method may further include: re-determining the power consumption of the APU-powered load group in response to a change in the total current of the load group powered by the APU.

[0022] The technical solution of this application updates the load management decision to fit the current operating conditions based on the load group operating condition flow, thereby improving the reliability of load management.

[0023] In an alternative embodiment, unloading one or more load groups from the load groups powered by the APU further includes: dividing the load groups on the aircraft into one or more load groups, wherein each load group is assigned a group priority; and unloading at least one load group with the lowest group priority, wherein the total power consumption of at least one load group is equal to or greater than a target unloading power, or, at least one load group is a load group that is greater than and closest to the target unloading power, wherein the power consumption of each load group is determined based on the total current and supply voltage of each load group, and the target unloading power is a first threshold minus a first difference.

[0024] The technical solution of this application groups aircraft loads according to priority and assigns group priorities. During unloading, the lowest priority group is unloaded first to ensure that critical high-priority load groups (e.g., avionics load groups and / or flight control load groups) are not powered down. The technical solution of this application selects load groups whose power consumption is equal to the absolute value of the difference, or the load group whose power consumption is closest to the difference among groups with larger power consumption, to avoid excessive unloading in a single operation, which would affect crew comfort, or insufficient unloading, which would affect the service life of the APU.

[0025] In an alternative embodiment, in response to the total power consumption of all load groups with the lowest group priority being less than the target offload power, all load groups with the lowest group priority are offloaded.

[0026] In an optional embodiment, the method may further include: after loading or unloading at least one load group, redetermining the power consumption of the multiple load groups based on the total current and supply voltage of the multiple load groups powered by the APU; unloading at least one load group among the multiple load groups in response to determining that a first difference between the upper limit of the supply power and the redetermined power consumption is less than a first threshold for a third time period; or loading at least one load group among the one or more unloaded load groups in response to determining that a second difference between the lower limit of the supply power and the power consumption is greater than a second threshold for a fourth time period and determining that there are one or more unloaded load groups.

[0027] After loading or unloading at least one load group, the total power consumption is recalculated according to the technical solution of this application, and it is determined whether to continue unloading or automatically reload. This closed-loop control avoids exceeding the limit again due to load fluctuations after a single action, or causing power waste due to long-term underload, thereby improving the efficiency and stability of APU load management.

[0028] In a second aspect, this application provides a system for electrical load management of an auxiliary power unit (APU) of an aircraft. The system may include: an APU power supply determination module configured to determine the current maximum power supply of the APU based on the APU's current performance parameters; an electrical load power consumption determination module configured to determine the power consumption of multiple load groups powered by the APU based on the total current and supply voltage of multiple load groups; a power supply upper and lower limit determination module configured to determine an upper limit and a lower limit of the power supply based on the current maximum power supply, wherein the upper limit of the power supply is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit of the power supply is the current maximum power supply multiplied by a lower limit coefficient, the upper limit coefficient being greater than the lower limit coefficient; and an electrical load management control module configured to unload at least one load group from the multiple load groups in response to a first difference between the determined upper limit of the power supply and the power consumption being less than a first threshold for a first time period.

[0029] In an optional embodiment, the electrical load management control module is further configured to: in response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than a second threshold for a second time period and that there are one or more load groups that have been unloaded, load at least one load group from the one or more unloaded load groups, wherein the first threshold and the second threshold are set to vary with the flight phase of the aircraft.

[0030] In one alternative embodiment, the current maximum power supply is determined after adjusting the current maximum power supply based on the current lubricating oil temperature of the APU.

[0031] In an optional embodiment, the electrical load management control module is further configured to: divide load groups on the aircraft into one or more load groups, wherein each load group is assigned a group priority; and unload at least one load group with the lowest group priority, wherein the total power consumption of at least one load group is equal to or greater than the target unloading power, or, at least one load group is a load group that is greater than and closest to the target unloading power, wherein the power consumption of each load group is determined based on the total current and supply voltage of each load group, and the target unloading power is a first threshold minus a first difference.

[0032] In an optional embodiment, the electrical load management control module is further configured to unload all load groups with the lowest group priority in response to the total power consumption of all load groups with the lowest group priority being less than the target unloading power.

[0033] In an optional embodiment, the electrical load management control module is further configured to: after loading or unloading at least one load group, redetermine the power consumption of the multiple load groups based on the total current and supply voltage of the multiple load groups powered by the APU; unload at least one load group among the multiple load groups in response to determining that the upper limit of supply power minus the redetermined power consumption is less than a first threshold for a third time period; or load at least one load group among the one or more unloaded load groups in response to determining that the lower limit of supply power minus the power consumption is greater than a second threshold for a fourth time period and determining that there are one or more unloaded load groups.

[0034] In a third aspect, this application provides a computer-readable medium storing a computer program for electrical load management, the computer program being executable by a processor to perform the methods described above.

[0035] In a fourth aspect, this application provides an aircraft including the system described above.

[0036] The method and system for electrical load management according to this application manage electrical load based on APU capabilities, maximizing the power demand of the entire aircraft load without damaging the APU, thereby improving aircraft safety and reliability. Simultaneously, by prioritizing load groups and sequentially unloading the lowest-priority load group upon detecting APU overload, continuous operation of critical equipment can be ensured, guaranteeing aircraft operation in an optimal power supply environment. Attached Figure Description

[0037] The features, essence, and advantages of this application will become more apparent when understood in conjunction with the accompanying drawings, which provide a detailed description. In the drawings, the same reference numerals are consistently used. It should be noted that the described drawings are schematic and non-limiting. Some components in the drawings may be enlarged and are not drawn to scale for illustrative purposes.

[0038] Figure 1 A flowchart illustrating a method for electrical load management of an aircraft's APU according to some embodiments of this application is shown.

[0039] Figure 2 A logical schematic diagram of electrical load management according to some embodiments of this application is shown.

[0040] Figure 3 A schematic diagram of load group partitioning according to some embodiments of this application is shown.

[0041] Figure 4 A block diagram of a system for electrical load management of an aircraft's APU, according to some embodiments of this application, is shown.

[0042] Figure 5 A block diagram of an apparatus including an electrical load management system for an aircraft's APU is shown according to some embodiments of this application. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this application clearer, the application is further described in detail below with reference to specific embodiments and the accompanying drawings. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the described exemplary embodiments. However, it will be apparent to those skilled in the art that the described embodiments can be practiced without some or all of these specific details. In other exemplary embodiments, well-known structures have not been described in detail to avoid unnecessarily obscuring the concepts of this disclosure. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application. Furthermore, the various aspects described in the embodiments can be combined arbitrarily without conflict.

[0044] As an auxiliary power source for aircraft, the APU's primary functions are to provide compressed air for starting the main engine and the environmental control system, and to drive the generator to continuously and stably supply power to various onboard equipment. However, as a gas turbine engine, the APU's output capability is not fixed but significantly affected by environmental conditions. Altitude, ambient temperature, and flight speed, among other factors, work together to determine the APU's actual capabilities in different scenarios. Typically, the capability of an airborne APU is lower than that on the ground, and its output capability gradually decreases with increasing altitude. Furthermore, when the APU simultaneously supplies electricity and air, its electrical power output will also decrease accordingly. In high-altitude bleed air scenarios, the APU's electrical power output capability may only reach 60% of its rated output. Accurately determining the APU's electrical power output capability has become a key bottleneck in improving the energy management efficiency of aircraft. If the traditional fixed rated power setting is used, it is very easy to cause two types of problems: First, "falsely rated capacity", that is, if the power supply is still based on the maximum rated value under high altitude, high temperature or high-altitude bleed air conditions, it will cause the APU to overheat, surge or even shut down in the air due to overload; Second, "insufficient power supply", that is, for safety reasons, the power supply limit is set too conservatively, which will force a large number of airborne equipment (such as galley power supply and entertainment system) to shut down under non-extreme conditions, reducing flight quality and operational efficiency.

[0045] The power demands of modern aircraft are constantly increasing. When power extraction exceeds the APU's capacity, a series of problems can arise if measures are not taken to reduce power extraction, potentially damaging the APU. To ensure that the APU can supply maximum power to the aircraft without damaging equipment, different manufacturers have adopted different control methods. For example, some aircraft are currently designed to pre-load certain loads considered "non-essential" in ground-based APU supply scenarios (e.g., lavatory hot water, cabin lighting, etc.), regardless of the aircraft's current power needs.

[0046] This "one-size-fits-all" load management strategy stems from a conservative design philosophy: ensuring that the APU will never overload or malfunction due to load demand exceeding supply capacity, thereby guaranteeing the aircraft's operational safety. However, this design approach may cause numerous problems in actual operation, such as a degraded user experience.

[0047] To address one or more of the above-mentioned problems, this application proposes a method and system for electrical load management. The electrical load management method according to this application enables real-time load management based on APU capabilities, ensuring that load power consumption remains within the APU's capacity range, maximizing the normal and continuous operation of the aircraft's electrical equipment, improving user experience, and ensuring flight safety.

[0048] The following detailed description uses a civil aircraft as an example; however, those skilled in the art will understand that the embodiments of this application can be applied to any aircraft without departing from the scope of this disclosure. The following description will be in conjunction with the accompanying drawings.

[0049] Figure 1 A flowchart of a method 100 for electrical load management of an aircraft's APU, according to some embodiments of this application, is shown. In some cases, method 100 may be performed by a system for electrical load management of an aircraft's APU.

[0050] like Figure 1 As shown, method 100 begins at step 102. In step 102, the current maximum power supply of the APU can be determined based on the current performance parameters of the aircraft's APU.

[0051] In one alternative embodiment, the current performance parameters of the APU can be obtained by querying the APU performance database based on at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed. Estimating the maximum power supply appropriate for the current operating conditions based on the aircraft's flight status, environmental conditions, and APU status can significantly improve the reliability of load management.

[0052] In an optional embodiment, the method may further include: in response to a change in at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed, re-querying the APU performance database based on at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed to obtain the current performance parameters of the APU. Updating the maximum power supply to fit the current operating conditions based on the aircraft's flight status, environmental status, and APU status can improve the reliability of load management.

[0053] In one optional embodiment, the current maximum power supply is determined after correcting the current maximum power supply based on the current lubricating oil temperature of the APU. The power generation capacity of the APU is greatly affected by the lubricating oil temperature (poor fluidity at low temperatures and limited heat dissipation at high temperatures). The technical solution of this application corrects the current maximum power supply based on the current lubricating oil temperature, which truly reflects the sustainable power supply limit of the APU under the current state, preventing thermal overload or conservative power limitation caused by simply looking up a table, and taking into account both equipment safety and power supply utilization.

[0054] In one optional embodiment, correcting the current maximum power supply based on the current lubricating oil temperature includes: comparing the current lubricating oil temperature with a preset lubricating oil temperature protection curve to determine a thermal derating factor at the current lubricating oil temperature; multiplying the thermal derating factor by the current maximum power supply to correct the current maximum power supply, wherein: in response to the current lubricating oil temperature being lower than a preset optimal operating temperature lower limit, the thermal derating factor is set as a first correction factor; in response to the current lubricating oil temperature being within a preset optimal operating temperature range, the thermal derating factor is set as a second correction factor; or in response to the current lubricating oil temperature being higher than a preset alarm temperature upper limit, the thermal derating factor is set as a third correction factor, wherein the first correction factor and the third correction factor are both less than the second correction factor, and the third correction factor is less than the first correction factor. In some cases, the first correction factor is less than 1, for example, 0.9, 0.8, etc., the second correction factor is equal to 1, and the third correction factor is much less than 1, for example, 0.005, 0.008, etc. The technical solution of this application maps the heat derating factor to the lubricating oil temperature protection curve, that is, divides the lubricating oil temperature protection curve into three segments, assigning different correction coefficients to each segment, to accurately match the APU status, taking into account both equipment safety and power supply utilization. Those skilled in the art will understand that the lubricating oil temperature protection curve can be divided into more or fewer than three segments without departing from the scope of this disclosure.

[0055] In an optional embodiment, the method may further include: acquiring and updating the current lubricating oil temperature at a preset cycle. The technical solution of this application acquires the lubricating oil temperature at a preset cycle to ensure timely thermal correction.

[0056] In an optional embodiment, the method may further include: triggering an update of the current lubricating oil temperature in response to the APU loading a high-power load group. When a high-power load group is detected on the APU (e.g., a sudden increase in heat generation in a short period of time), the lubricating oil temperature update is triggered immediately to correct the power supply limit in advance, prevent sudden thermal overload, and balance control real-time performance with system overhead.

[0057] In step 104, the power consumption of the multiple load groups can be determined based on the total current and supply voltage of the multiple load groups powered by the APU.

[0058] In one alternative embodiment, the power consumption of the multiple load groups powered by the APU is re-determined in response to a change in the total current of the load groups. Updating load management decisions to fit the current operating conditions based on the load group operating flow can improve the reliability of load management.

[0059] Method 100 can be executed again, regardless of whether the current maximum power supply or power consumption is updated.

[0060] In step 106, the upper limit and lower limit of power supply can be determined based on the current maximum power supply. The upper limit of power supply is the current maximum power supply multiplied by the upper limit coefficient, and the lower limit of power supply is the current maximum power supply multiplied by the lower limit coefficient. The upper limit coefficient is greater than the lower limit coefficient.

[0061] In step 108, at least one load group among multiple load groups may be unloaded in response to determining that a first difference between the upper limit of power supply and the power consumption is less than a first threshold for a first time period.

[0062] In an optional embodiment, the method may further include: in response to determining that a second difference between a lower limit of power supply and the power consumption is greater than a second threshold for a second time period and determining that one or more load groups have been offloaded, loading at least one of the one or more offloaded load groups. Automatically loading the offloaded load groups when the power consumption drops to a certain level and there are offloaded load groups can improve the user experience without damaging the APU.

[0063] In one optional example, the first and second thresholds can be set to vary with the flight phase of the aircraft (e.g., ground start-up, takeoff, cruise).

[0064] As an example, when the aircraft is on the ground, the APU's full-load tolerance is relatively low; that is, the first threshold is set relatively small. Conversely, when the aircraft is cruising, the APU's full-load tolerance is relatively lenient, and the first threshold is set relatively large, balancing safety and power efficiency. For example, different correction factors can be set for different flight phases to adjust the first threshold. The first threshold may be equal to or not equal to the second threshold. In some cases, both the first and second thresholds can be set to 0. In other cases, both the first and second thresholds can be set to be greater than 0, for example, 0.01.

[0065] As an example, during ground startup, the aircraft is typically powered solely by the APU or ground power source, with poor cooling conditions and a lack of generator support from the main engines. The APU's tolerance for prolonged high-load operation is relatively low. During this phase, the second threshold is set to a relatively small value (e.g., close to 0 or 0.01) to trigger load recovery as soon as power consumption drops but still leaves a small margin, preventing the APU from re-entering the high-load range due to premature loading of unloaded load groups. During takeoff, the aircraft has extremely high requirements for power supply reliability; any power fluctuations caused by APU overload could threaten flight safety. Therefore, the second threshold is typically set to a medium or high level, requiring that unloaded load groups be loaded only after confirming that the power deficit has been fully eliminated and maintained for a certain period (i.e., meeting the second or fourth time period). During cruise, the main engine generators undertake the primary power supply task, and the APU typically serves only as a backup or provides partial auxiliary power; its full-load tolerance is relatively relaxed. At this stage, the second threshold can be set to a relatively large value, allowing the system to recover some non-critical loads within a wide power margin range, thereby improving power efficiency and passenger comfort while ensuring safety.

[0066] The first time period may or may not be equal to the second time period. In some cases, the first and second time periods can be set to 60 seconds each.

[0067] In an optional embodiment, method 100 may further include: dividing load groups on the aircraft into one or more load groups, wherein each load group is assigned a group priority; and unloading at least one load group with the lowest group priority, wherein the total power consumption of at least one load group is equal to or greater than a target unloading power, or, at least one load group is a load group that is greater than and closest to the target unloading power, wherein the power consumption of each load group is determined based on the total current and supply voltage of each load group, and the target unloading power is a first threshold minus a first difference. Grouping aircraft loads by priority and assigning group priorities, and prioritizing the unloading of the lowest priority group during unloading, can ensure that critical high-priority load groups (e.g., avionics load groups and / or flight control load groups) remain powered. Selecting a load group whose power consumption is equal to the absolute value of the difference, or the load group whose power consumption is closest to the difference among groups larger than the difference, can avoid excessive unloading in a single operation, affecting crew comfort, or insufficient unloading, affecting the lifespan of the APU. In an optional example, one or more load groups may be assigned different group priorities at different flight phases. That is, the group priority of the load group can be dynamically adjusted as the flight phase changes. As an example, during takeoff, flight control load groups and avionics load groups can be assigned the highest priority (e.g., first priority group), while galley and heating load groups and cabin comfort load groups can be assigned the lowest priority (e.g., third priority group) to ensure that critical flight functions are not interfered with. During cruise, the priority of cabin comfort load groups and mission equipment load groups can be appropriately increased, for example, assigned to the second priority group, to balance crew experience and mission requirements. During approach and landing, the group priority configuration can again tilt towards flight control load groups and avionics load groups, while the galley and heating load group can be assigned the lowest priority and be unloaded first. In this application, by assigning different group priorities to the same load group in different flight phases, it is possible to flexibly balance power generation resources and power demand while ensuring flight safety, extend the service life of the auxiliary power unit (APU), and reduce adverse effects on crew comfort.

[0068] In an alternative embodiment, method 100 may further include: unloading all load groups with the lowest group priority in response to the total power consumption of all load groups with the lowest group priority being less than the target unloading power.

[0069] In an optional embodiment, the method may further include: after loading or unloading at least one load group, redetermining the power consumption of the multiple load groups based on the total current and supply voltage of the multiple load groups powered by the APU; in response to determining that the upper limit of the supply power minus the redetermined power consumption is less than a first threshold for a third time period, unloading at least one load group among the multiple load groups; or in response to determining that the lower limit of the supply power minus the power consumption is greater than a second threshold for a fourth time period and determining that there are one or more unloaded load groups, loading at least one load group among the one or more unloaded load groups. After loading or unloading at least one load group, the total power consumption is recalculated according to the technical solution of this application, and a decision is made on whether to continue unloading or automatically reload, forming a closed-loop control. This avoids exceeding the limit again due to load fluctuations after a single action, or causing power waste due to long-term underloading, thereby improving the efficiency and stability of APU load management. The third time period may be equal to or not equal to the fourth time period. In some cases, the third and fourth time periods may be set to 20 seconds.

[0070] In some cases, unloaded or reloaded load groups can be displayed on the flight display module for the pilot to view.

[0071] In one alternative embodiment, the aircraft electrical load offloading logic may include the following steps: (1) Load Safety Classification. All electrical loads on the aircraft are classified into four safety levels according to the severity of the consequences of failure. Category I Loads (Critical Loads): Loads whose failure would lead to a flight safety accident, including but not limited to the main flight control computer, navigation system, critical communication equipment, engine control unit, etc. These loads must not be unloaded under any circumstances and are the highest priority for power supply assurance. Category II Loads (Essential Loads): Loads whose failure would severely reduce the ability to perform flight missions, including but not limited to backup flight instruments, weather radar, traffic collision avoidance system (TCAS), ground proximity warning system (GPWS), etc. These loads are only considered for unloading in extreme emergency situations. Category III Loads (Normal Loads): Loads whose failure would affect the completion of flight missions, including but not limited to cabin lighting system, some galley equipment, passenger entertainment system, non-critical communication equipment, etc. These loads can be the primary targets for unloading when power supply is insufficient. Category IV Loads (Non-Essential Loads): Loads whose failure would only affect passenger comfort, including but not limited to some cabin heating equipment, non-essential ventilation equipment, secondary entertainment equipment, etc. These loads are the first targets for unloading.

[0072] (2) Differentiated strategies for different flight phases. Differentiated unloading strategies are formulated according to different flight phases. During takeoff and climb, the flight safety margin is minimal, and the requirements for power supply reliability are highest. At this time, only non-critical components of Category IV loads are allowed to be unloaded; Category III and above loads are generally not unloaded. Simultaneously, navigation and communication loads are given absolute highest priority to ensure that flight control and air-to-ground communication are not affected. During cruise, the aircraft is in a relatively stable flight state with a larger safety margin. Load management can be more flexible at this time, taking passenger comfort into account within the allowable safety margin. Galleria equipment in Category III loads can be appropriately retained during cruise to improve the service quality for passengers and crew. During approach and landing, the aircraft enters a critical flight phase again, and the requirements for power supply reliability increase. At this time, the priority of cabin lighting loads and emergency equipment is increased to ensure safe lighting in the cabin for landing preparation. Non-critical components of Category III loads can be unloaded, but Category II and above loads remain powered.

[0073] (3) Differentiated Strategies for Icing and Non-Icing Weather. When the icing detector detects icing conditions, the system automatically enters icing weather management mode. Under icing weather conditions, the safety level of anti-icing loads (such as wing anti-icing systems, engine intake anti-icing systems, windshield heating systems, pitot tube heating systems, etc.) is automatically upgraded to the non-unloadable level to ensure that the aircraft's anti-icing capability is not affected. At the same time, the unloading priority of galley loads is increased to quickly cut off galley power to free up power supply capacity for high-power anti-icing equipment. Under non-icing weather conditions, the safety level priority of anti-icing loads can be appropriately reduced (downgraded from non-unloadable to Category II load priority), thereby freeing up more power supply capacity for other loads. Meanwhile, the system places greater emphasis on optimizing cabin load management strategies based on passenger comfort feedback data to maximize passenger comfort within the allowable safety margin.

[0074] (4) Unloading and Recovery Execution Process. When the safety margin assessment module determines that the current actual power consumption exceeds 90% of the power supply limit for 60 seconds, the system enters the unloading mode. The unloading process is as follows: First, determine the list of unloadable load groups (excluding Class I loads that cannot be unloaded and Class II loads protected during the current flight phase); then, sort the load groups according to their priority from low to high; next, unload the load group with the lowest priority; after unloading, wait for a 10-second observation period and recalculate the actual power consumption; determine whether it still exceeds the power supply limit. If it does, continue unloading the next load group; if it has dropped to within the safe range, stop unloading. The recovery process is similar to the unloading process but in the opposite direction: when the actual power consumption is lower than 50% of the power supply limit for a certain period of time, the system enters the recovery mode and gradually recovers the unloaded load groups according to their priority from high to low. After each recovery, wait for an observation period before determining whether to continue recovery.

[0075] By adopting the above technical solution, the aircraft electrical load offloading logic achieves comprehensive and multi-level intelligent load management through safety level classification, flight phase differentiation strategy, icing and non-icing weather differentiation strategy, and offloading recovery execution process. It can maximize passenger comfort and power supply efficiency while ensuring flight safety.

[0076] Figure 2 A logical schematic diagram of electrical load management according to some embodiments of this application is shown. During APU operation, the APU control module can monitor the APU's operating status in real time via a communication bus.

[0077] In an optional example, when the APU is powered, the APU control module (e.g., the APU power supply determination module 102 in the APU control module) can determine the current maximum power supply capability of the APU, such as the current maximum power supply, based on at least one of the aircraft's operating parameters (e.g., the aircraft's flight altitude, environmental parameters, etc.) or the APU's operating status (e.g., the APU's rotational speed, etc.).

[0078] The APU control module (e.g., the electrical load power consumption determination module 104 in the APU control module) can determine the current power consumption, such as power consumption, of the electrical load powered by the APU based on the total current and supply voltage of the electrical load powered by the APU.

[0079] The APU control module (e.g., the power supply upper and lower limit determination module 106 in the APU control module) can determine the upper and lower limits of the power supply based on the current maximum power supply. The upper limit is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit is the current maximum power supply multiplied by a lower limit coefficient, with the upper limit coefficient being greater than the lower limit coefficient. For example... Figure 2 As shown, the upper limit coefficient can be 0.9, while the lower limit coefficient can be 0.8.

[0080] In an optional example, the APU control module (e.g., the electrical load management control module 108 in the APU control module) may unload at least one of a plurality of load groups in response to determining that a first difference between the upper limit of the power supply and the power consumption is less than a first threshold for a first time period. Figure 2 As shown, the first threshold can be equal to 0, and the first time period can be equal to 60 seconds.

[0081] In some situations, when the difference between the upper limit of power supply and the power consumption is less than 0 for 60 seconds, the load management control module 108 can execute an offloading strategy. For example, the load management control module 108 can be configured to execute the offloading strategy based on group priority and a comparison between the first difference and the power consumption of each of one or more load groups with the lowest priority. The following will refer to... Figure 3 Let me describe it in detail.

[0082] The payload groups on the aircraft can be divided into one or more payload groups, each of which is assigned a group priority. As an example, Figure 3 A schematic diagram of load group partitioning according to some embodiments of this application is shown. For example... Figure 3 As shown, for example, the loads on an aircraft can be divided into 10 load groups according to priority, namely load groups 1-10. Load groups 1-3 are assigned first priority, load groups 4-6 are assigned second priority, and load groups 7-10 are assigned third priority. The core purpose of this division strategy is to establish a clear power supply protection hierarchy to ensure that critical flight equipment receives absolute priority protection when power supply is limited. First priority typically includes loads that are critical to flight safety, such as avionics systems and flight control computers; second priority typically includes secondary critical loads that affect flight quality, such as cabin lighting and galley equipment; and third priority typically includes non-critical loads that can be cut off in an emergency, such as cabin sockets and non-essential monitoring equipment.

[0083] It should be noted that Figure 3 The load group divisions shown are merely exemplary and not limiting. In specific implementations, those skilled in the art can divide the onboard load groups into more or fewer load groups. Furthermore, other suitable methods can be used for division. For example, in some cases, each load group may contain only one load. In such cases, the electrical load management strategy of this application can be applied to each load.

[0084] For example, the electrical load management control module 108 can be configured to offload at least one load group with the lowest priority. The total power consumption of this at least one load group is equal to or greater than the target offload power. Alternatively, the at least one load group is a load group that is greater than and closest to the target offload power. The power consumption of each load group is determined based on the total current and supply voltage of each load group. The target offload power can be a first threshold minus a first difference. (Refer to...) Figure 3In response to determining that a load group needs to be unloaded, at least one load group with the lowest priority is unloaded, for example, load groups 7-10. For example, the load group in load groups 7-10 whose power consumption is equal to the absolute value of the difference can be unloaded first, or the load group in load groups 7-10 whose power consumption is closest to the difference among the load groups that are larger than the absolute value of the difference.

[0085] In an optional embodiment, the electrical load management control module may be further configured to: unload all load groups with the lowest group priority when the total power consumption of all load groups with the lowest group priority is less than the target offload power. (Refer to...) Figure 3 In response to the total power consumption of load group 7-10 being less than the target unloading power, load group 7-10 is unloaded.

[0086] After loading or unloading at least one load group, the electrical load management control module can be further configured to: redetermine the power consumption of the multiple load groups based on the total current and supply voltage of the multiple load groups powered by the APU. The electrical load management control module can be further configured to: continue unloading at least one load group from the multiple load groups in response to a first difference between the determined supply power limit and the redetermined power consumption being less than a third threshold for a third time period. In some cases, refer to... Figure 3 The third threshold can be 0, and the third time period can be 20 seconds. (Continue to refer to...) Figure 3 The electrical load management control module can be further configured to: in response to a first difference between the determined upper limit of power supply and the redefined power consumption being less than 0 for 20 seconds, continue to unload at least one of the multiple load groups.

[0087] Alternatively, the electrical load management control module may be further configured to: in response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than a fourth threshold for a fourth time period and determining that there are one or more load groups that have been unloaded, continue to load at least one of the one or more unloaded load groups.

[0088] The fourth threshold may or may not be equal to the third threshold. The fourth time period may or may not be equal to the third time period. The fourth threshold may be equal to 0. The fourth time period may be equal to 20 seconds.

[0089] In one optional example, the load management control module 108 can unload load groups 1-10 sequentially. For example, the load management control module 108 can unload load group 1 when the first difference between the power supply limit and the power consumption is less than 0 for 60 seconds. After load group 1 is unloaded, the load management control module 108 can continue to unload load group 2 when the first difference between the power supply limit and the power consumption is less than 0 for 20 seconds. For example, after load group 2 is unloaded, the load management control module 108 can continue to unload load group 3 when the first difference between the power supply limit and the power consumption is less than 0 for 20 seconds. For example, after load group 3 is unloaded, the load management control module 108 can continue to unload load group 4 when the first difference between the power supply limit and the power consumption is less than 0 for 20 seconds, and so on. In some cases, the load management control module 108 can execute loading and unloading strategies based on priority (e.g., group priority). Priority-based load group loading and unloading strategies will be combined below. Figure 3 Let me elaborate.

[0090] In some cases, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 60 seconds, the load management control module 108 may execute a loading strategy. For example, the load management control module 108 may determine whether there is a load group that has already been unloaded. If no unloaded load group exists, the load management control module 108 may not perform any operation. If an unloaded load group exists, the load management control module 108 may execute a loading strategy. In some cases, the load management control module 108 may load the unloaded load groups sequentially. For example, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 60 seconds, the load management control module 108 may load a load group. For example, after load group 4 has been loaded, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 20 seconds, the load management control module 108 may continue to load load groups.

[0091] In some scenarios, the load management control module 108 can sequentially load unloaded load groups 1-4. For example, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 60 seconds, the load management control module 108 can load load group 4. For example, after load group 4 is loaded, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 20 seconds, the load management control module 108 can continue to unload load group 3. For example, after load group 3 is loaded, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 20 seconds, the load management control module 108 can continue to unload load group 2. For example, after load group 2 is loaded, when the second difference between the lower limit of the power supply and the power consumption is greater than 0 for 20 seconds, the load management control module 108 can continue to unload load group 1, and so on.

[0092] As an example, the electrical load management control module 108 can also be configured to execute a loading strategy based on a comparison between group priority and a second difference and the power consumption of one or more unloaded load groups.

[0093] Figure 4 A block diagram of a system 400 for electrical load management according to some embodiments of this application is shown.

[0094] See Figure 4 The system 400 may include an APU power supply determination module 402, an electrical load power consumption determination module 404, a power supply upper and lower limit determination module 406, and an electrical load management and control module 408. Each of these modules may be directly or indirectly connected to or communicate with each other on one or more buses.

[0095] In various embodiments of the present invention, the APU power supply determination module 402 may be configured to determine the current maximum power supply of the APU based on the current performance parameters of the APU.

[0096] In various embodiments of the present invention, the electrical load power consumption determination module 404 may be configured to determine the power consumption of multiple load groups based on the total current and supply voltage of multiple load groups powered by the APU.

[0097] In various embodiments of the present invention, the power supply upper and lower limit determination module 406 is configured to determine the upper limit of power supply and the lower limit of power supply based on the current maximum power supply, wherein the upper limit of power supply is the current maximum power supply multiplied by the upper limit coefficient, and the lower limit of power supply is the current maximum power supply multiplied by the lower limit coefficient, and the upper limit coefficient is greater than the lower limit coefficient.

[0098] In various embodiments of the present invention, the electrical load management control module 408 may be configured to unload at least one load group from a plurality of load groups in response to determining that a first difference between the upper limit of the power supply and the power consumption is less than a first threshold for a first time period.

[0099] In an optional embodiment, this application also provides an aircraft intelligent load management system, which may include: a multi-source data acquisition module, a scene recognition and classification module, a safety margin assessment module, a passenger comfort assessment module, an intelligent decision engine, and a load management execution module.

[0100] The multi-source data acquisition module is configured to collect flight status data, environmental data, load status data, and passenger comfort feedback data in real time.

[0101] The scene recognition and classification module is configured to use machine learning algorithms (such as SVM, random forest or DNN) to identify the current flight scene based on data collected by the multi-source data acquisition module.

[0102] The safety margin assessment module is configured to dynamically calculate whether the thresholds for the APU power supply and load power consumption are within the safety margin.

[0103] The passenger comfort assessment module is configured to detect environmental parameters such as cabin temperature, humidity, lighting, and noise in real time, and calculate a comprehensive comfort index based on these environmental parameters.

[0104] The intelligent decision engine is configured to generate optimal load management strategies based on multi-objective optimization algorithms and operational data experience.

[0105] The load management execution module is configured to perform load loading and unloading operations based on engine or APU power supply status, real-time flight status, and the strategy output of the intelligent decision engine.

[0106] The six modules described above interact and collaborate via the aircraft's internal data bus. The multi-source data acquisition module transmits the collected data to the scene recognition and classification module, the safety margin assessment module, and the passenger comfort assessment module via the data bus. The scene recognition and classification module transmits the recognition results to the intelligent decision engine and the load management execution module. The safety margin assessment module transmits the upper and lower limits of power supply to the load management execution module. The passenger comfort assessment module transmits the comprehensive comfort index to the intelligent decision engine. The intelligent decision engine transmits the generated load management strategy to the load management execution module. The load management execution module feeds back the execution results to the safety margin assessment module, forming a closed loop. Each module adopts a modular design, supporting independent upgrades and maintenance.

[0107] The aircraft intelligent load management system, which is composed of six modules working together, adopts the above technical solution and realizes a complete functional link from data acquisition, scene recognition, safety assessment, comfort assessment, intelligent decision-making to execution control. It can adapt to the intelligent load management needs of multiple scenarios and multiple flight stages, effectively ensuring flight safety, extending APU lifespan, and improving passenger comfort.

[0108] Although Figure 4Specific modules of system 400 are shown, but it should be understood that these modules are exemplary and not limiting. In different implementations, one or more of these modules can be combined, split, removed, or additional modules can be added. For example, in some implementations, the APU power supply determination module 402, the electrical load power consumption determination module 404, and the power supply upper and lower limit determination module 406 can be combined into an APU control module. In some implementations, system 400 may also include additional modules. Those skilled in the art can determine these modules based on the actual needs of the system design. Figure 4 The implementation methods of each module.

[0109] Figure 5 A block diagram of a device 500 including a system 500 for load group management is shown according to some embodiments of this application.

[0110] This device illustrates a general hardware environment in which this application can be applied according to exemplary embodiments thereof.

[0111] Now refer to Figure 5 Device 500 is described as an exemplary embodiment of a hardware device that can be applied to various aspects of this application. Device 500 can be any machine configured to perform processing and / or computation, and can be, but is not limited to, a workstation, server, desktop computer, laptop computer, tablet computer, personal digital assistant (PDA), smartphone, or any combination thereof. The above-described system can be implemented wholly or at least partially by device 500 or similar devices or systems.

[0112] Device 500 may include components that can be connected to or communicate with bus 502 via one or more interfaces. For example, device 500 may include bus 502, processor 515, memory 520, input device 505, and output device 510, etc.

[0113] Processor 515 can be any type of processor and may include, but is not limited to, general-purpose processors and / or special-purpose processors (e.g., special-purpose chips), intelligent hardware devices (e.g., general-purpose processors, DSPs, CPUs, microcontrollers, ASICs, FPGAs, programmable logic devices, discrete gate or transistor logic components, discrete hardware components, or any combination thereof). In some cases, processor 515 may be configured to use a memory controller to operate a memory array. In other cases, a memory controller (not shown) may be integrated into processor 515. Processor 515 may be responsible for managing the bus and general processing, including executing software stored in memory. Processor 515 may also be configured to perform various functions related to load group management as described herein. For example, processor 515 may be configured to: determine the current maximum power supply of the APU based on the current performance parameters of the APU; determine the power consumption of the plurality of load groups powered by the APU based on the total current and supply voltage of the load groups; determine an upper limit and a lower limit of power supply based on the current maximum power supply, wherein the upper limit of power supply is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit of power supply is the current maximum power supply multiplied by a lower limit coefficient, the upper limit coefficient being greater than the lower limit coefficient; and unload at least one load group among the plurality of load groups in response to determining that a first difference between the upper limit of power supply and the power consumption is less than a first threshold for a first time period.

[0114] Memory 520 can be any storage device capable of storing data. Memory 520 may include, but is not limited to, disk drives, optical storage devices, solid-state storage, floppy disks, hard disks, magnetic tape or any other magnetic media, optical discs or any other optical media, ROM (read-only memory), RAM (random access memory), cache memory and / or any other memory chip or cartridge, and / or any other medium from which a computer can read data, instructions and / or code. Memory 520 may store computer-executable software 525 including computer-readable instructions that, when executed, cause the processor to perform the various functions described herein related to load group management.

[0115] Input device 505 can be any type of device that can be used to input information.

[0116] The output device 510 can be any type of device used for outputting information. In one case, the output device 510 can be any type of output device capable of displaying information.

[0117] The technical solution of this application can maximize the protection of the normal power demand of electrical equipment while also protecting the APU to the greatest extent and preventing APU damage. This technical solution can determine the current maximum power supply in real time based on the current performance parameters of the APU, avoiding the waste of power supply margin or the risk of overload shutdown caused by fixed power supply settings. This technical solution can compare the supply-side capacity with the actual power consumption of the load, and perform load management based on the aircraft's auxiliary energy supply capacity and actual power load. It can accurately and efficiently perform necessary electrical load unloading or loading according to the supply-side capacity, improving passenger comfort and ensuring maximum operational functionality and flight safety. This technical solution can calculate the required electrical load power consumption based on the aircraft's real-time operating conditions. Even under conditions where testing and verification are not possible, it can perform electrical load power consumption statistics based on the real-time current of the electrical load under real-time operating conditions, enabling electrical load power consumption analysis and fault diagnosis under harsh operating conditions. This is of great significance for flight test or operational testing and verification, and for ensuring flight safety.

[0118] The detailed description above, in conjunction with the accompanying drawings, describes examples but does not represent all examples that can be implemented or fall within the scope of the claims. The terms "example" and "exemplary" are used in this specification to mean "serving as an example, instance, or illustration" and do not imply "superiority or superiority over other examples."

[0119] Throughout this specification, the terms "an embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of this application. Therefore, the use of these phrases may refer to more than one embodiment. Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0120] The preceding description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will readily be understood by those skilled in the art, and the universal principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein, but are to be granted the full scope consistent with the language of the claims, wherein references to the singular form of an element, unless specifically stated otherwise, are not intended to mean “one and only one,” but rather “one or more.” Unless specifically stated otherwise, the term “some” refers to one or more. All structural and functional equivalents of the elements of the various aspects described throughout this application that are now or hereafter known to a person skilled in the art are expressly incorporated herein by reference and are intended to be covered by the claims.

[0121] It should also be noted that these embodiments may be described as processes depicted as flowcharts, flow diagrams, structure diagrams, or block diagrams. Although a flowchart may describe the operations as a sequential process, many of these operations can be executed in parallel or concurrently. Furthermore, the order of these operations can be rearranged.

[0122] While various embodiments have been described and illustrated, it should be understood that the embodiments are not limited to the precise configurations and components described above. Various modifications, substitutions, and improvements that will be apparent to those skilled in the art can be made to the arrangement, operation, and details of the apparatus disclosed herein without departing from the scope of the claims.

Claims

1. A method for electrical load management of an aircraft's auxiliary power unit (APU), comprising: The current maximum power supply of the APU is determined based on the current performance parameters of the APU; The power consumption of the multiple load groups is determined based on the total current and supply voltage of the multiple load groups powered by the APU. The upper limit and lower limit of power supply are determined based on the current maximum power supply, wherein the upper limit of power supply is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit of power supply is the current maximum power supply multiplied by a lower limit coefficient, wherein the upper limit coefficient is greater than the lower limit coefficient; as well as In response to determining that a first difference between the upper limit of power supply and the power consumption is less than a first threshold for a first time period, at least one of the plurality of load groups is unloaded.

2. The method as described in claim 1, characterized in that, Further includes: In response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than a second threshold for a second time period and there are one or more load groups that have been unloaded, at least one load group from the one or more unloaded load groups is loaded, wherein the first threshold and the second threshold are set to vary with the flight phase of the aircraft.

3. The method as described in claim 1, characterized in that, The current maximum power supply is determined after correcting for the current maximum power supply based on the current lubricating oil temperature of the APU.

4. The method as described in claim 3, characterized in that, The correction of the current maximum power supply based on the current lubricating oil temperature includes: The current lubricating oil temperature is compared with a preset lubricating oil temperature protection curve to determine the heat derating factor at the current lubricating oil temperature. The current maximum power supply is corrected by multiplying the heat derating factor by the current maximum power supply, wherein: In response to the current lubricating oil temperature being lower than the preset optimal operating temperature lower limit, the heat derating factor is set as the first correction factor; In response to the current lubricating oil temperature being within a preset optimal operating temperature range, the heat derating factor is set as a second correction factor; or In response to the current lubricating oil temperature being greater than the preset alarm temperature upper limit, the heat derating factor is set as a third correction factor, which is less than the first correction factor, and the first correction factor is less than the second correction factor.

5. The method as described in claim 3, characterized in that, Further includes: The current lubricating oil temperature is collected and updated at a preset period; or In response to the APU loading a high-power load group, an update to the current lubricating oil temperature is triggered.

6. The method as described in claim 1, characterized in that, The current performance parameters of the APU are obtained by querying the APU performance database based on at least one of the aircraft's flight altitude, environmental parameters, or APU rotation speed.

7. The method as described in claim 6, characterized in that, Further includes: In response to a change in at least one of the aircraft's flight altitude, the environmental parameters, or the APU rotation speed, the APU performance database is re-queried to obtain the current performance parameters of the APU; or In response to a change in the total current of the load group powered by the APU, the power consumption of the load group powered by the APU is re-determined.

8. The method as described in claim 1, characterized in that, Unloading one or more load groups from the load groups powered by the APU, further comprising: The payload groups on the aircraft are divided into one or more payload groups, each payload group being assigned a group priority; and Unload at least one load group with the lowest priority, wherein the total power consumption of the at least one load group is equal to or greater than the target unloading power, or wherein the at least one load group is a load group that is greater than and closest to the target unloading power, wherein the power consumption of each load group is determined based on the total current and supply voltage of each load group, and the target unloading power is the first threshold minus the first difference.

9. The method as described in claim 8, characterized in that, Unloading at least one load group from the load groups powered by the APU, further comprising: In response to the fact that the total power consumption of all load groups with the lowest group priority is less than the target offload power, all load groups with the lowest group priority are offloaded.

10. The method as described in claim 2, characterized in that, Further includes: After loading or unloading the at least one load group, the power consumption of the multiple load groups powered by the APU is re-determined based on the total current and supply voltage of the multiple load groups. In response to the determination that the first difference between the upper limit of the power supply and the re-determined power consumption is less than the first threshold for a third time period, at least one load group among the plurality of load groups is unloaded; or In response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than the second threshold for the fourth time period and determining that there are one or more load groups that have been unloaded, at least one load group from the one or more unloaded load groups is loaded.

11. A system for electrical load management of an auxiliary power unit (APU) of an aircraft, comprising: An APU power supply determination module is configured to determine the current maximum power supply of the APU based on the current performance parameters of the APU. An electrical load power consumption determination module is configured to determine the power consumption of the multiple load groups based on the total current and supply voltage of the multiple load groups powered by the APU. A power supply upper and lower limit determination module is configured to determine an upper limit and a lower limit of power supply based on the current maximum power supply, wherein the upper limit of power supply is the current maximum power supply multiplied by an upper limit coefficient, and the lower limit of power supply is the current maximum power supply multiplied by a lower limit coefficient, wherein the upper limit coefficient is greater than the lower limit coefficient; as well as An electrical load management control module is configured to unload at least one of the plurality of load groups in response to determining that a first difference between the upper limit of the power supply and the power consumption is less than a first threshold for a first time period.

12. The system as claimed in claim 11, characterized in that, The electrical load management control module is further configured to: In response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than a second threshold for a second time period and there are one or more load groups that have been unloaded, at least one load group from the one or more unloaded load groups is loaded, wherein the first threshold and the second threshold are set to vary with the flight phase of the aircraft.

13. The system as described in claim 11, characterized in that, The current maximum power supply is determined after correcting for the current maximum power supply based on the current lubricating oil temperature of the APU.

14. The system as claimed in claim 11, characterized in that, The electrical load management control module is further configured to: The payload groups on the aircraft are divided into one or more payload groups, each payload group being assigned a group priority; and Unload at least one load group with the lowest priority, wherein the total power consumption of the at least one load group is equal to or greater than the target unloading power, or wherein the at least one load group is a load group that is greater than and closest to the target unloading power, wherein the power consumption of each load group is determined based on the total current and supply voltage of each load group, and the target unloading power is the first threshold minus the first difference.

15. The system as described in claim 14, characterized in that, The electrical load management control module is further configured to: In response to the fact that the total power consumption of all load groups with the lowest group priority is less than the target offload power, all load groups with the lowest group priority are offloaded.

16. The system as claimed in claim 12, characterized in that, The electrical load management control module is further configured to: After loading or unloading the at least one load group, the power consumption of the multiple load groups powered by the APU is re-determined based on the total current and supply voltage of the multiple load groups. In response to the determination that the first difference between the upper limit of the power supply and the re-determined power consumption is less than the first threshold for a third time period, at least one load group among the plurality of load groups is unloaded; or In response to determining that a second difference between the lower limit of the power supply and the power consumption is greater than the second threshold for the fourth time period and determining that there are one or more load groups that have been unloaded, at least one load group from the one or more unloaded load groups is loaded.

17. A computer-readable medium storing a computer program for electrical load management, the computer program being executable by a processor to perform the method as claimed in any one of claims 1-10.

18. An aircraft comprising the system as described in any one of claims 11-16.

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