Additive manufacturing aircraft auxiliary power system air door and APU assembly

Abstract

According to the air door and the APU assembly of the auxiliary power system of the additive manufacturing aircraft, the number of parts can be reduced, the weight is reduced, and the risk of different potential corrosion is avoided. The air door of the auxiliary power system of the additive manufacturing aircraft comprises an air door main body, the air door main body is provided with an air door inner door plate, a skin outer panel and reinforcing ribs, and the reinforcing ribs are connected with the air door inner door plate and the skin outer panel; the connecting piece is formed on the lower surface of the air door inner door plate; the hinge is connected to the air door body, and the air door inner door plate, the skin outer panel, the reinforcing ribs, the connecting piece and the hinge are of an integrally-formed structure.

Description

Technical Field

[0001] The utility model relates to an additive manufacturing aircraft auxiliary power system air door and an APU assembly. Background Art

[0002] The intake system of an aircraft auxiliary power system (APU) consists of an intake air door assembly, an intake air door actuator (motor and connecting rod mechanism), an APU intake duct, a fireproof plate, a maintenance access cover, a grounding wire, a flexible seal, and some other standard mounting parts, etc. The main functions of the APU intake air door are to control air flow, protect the APU, and perform start and stop control. The existing design of the APU air door has problems such as a large number of components, complex assembly, and the need for additional coating of protective layers or chromic acid anodizing for dissimilar potential corrosion. For example, a known adjustable and easily detachable air door for a passenger aircraft (Chinese invention patent application number 202210543518.4) discloses an adjustable and easily detachable air door for a passenger aircraft, which designs the air door in the APU compartment as a combined structure including multiple split components.

[0003] In addition, one of the traditional manufacturing methods of the APU air door is to obtain the APU air door body made of aluminum alloy by casting, and obtain the stainless steel APU hinge and lugs by machining, and then assemble the air door body, hinge, and lugs through fasteners. However, aluminum alloy castings have problems such as poor manufacturing accuracy, dimensional tolerance, poor surface finish, and many internal defects. On the other hand, the existing design of the APU air door involves multiple materials, and parts made of different materials need to be assembled and connected, so there is a risk of dissimilar potential corrosion, and processes such as coating protective layers and chromic acid anodizing are required to protect the parts. This process flow is complex, costly, and has a long manufacturing cycle. Summary of the Utility Model

[0004] The present utility model is completed in view of the above problems, and aims to provide an additive manufacturing aircraft auxiliary power system air door and an APU assembly that can reduce the number of components, reduce the overall weight of the air door, and avoid the risk of dissimilar potential corrosion.

[0005] To achieve the above object, the first aspect of the present utility model provides an additive manufacturing aircraft auxiliary power system air door, comprising: an air door body having an inner air door panel, an outer skin panel, and reinforcing ribs, the reinforcing ribs connecting the inner air door panel and the outer skin panel; a connecting member formed on the lower surface of the inner air door panel; and a hinge connected to the air door body, wherein the inner air door panel, the outer skin panel, the reinforcing ribs, the connecting member, and the hinge are integrally formed structures.

[0006] According to the additive manufacturing aircraft auxiliary power system air damper of the present utility model, the inner door panel, the outer skin panel, the reinforcing ribs, the connecting members, and the hinge of the air damper are integrally designed, and are formed in one piece from the same material. This additive manufacturing aircraft auxiliary power system air damper with the same material for the whole body can avoid the different potential corrosion caused by the connection of dissimilar metals, and can effectively improve the service life, reliability, safety, performance stability, appearance quality and environmental adaptability of the parts. Moreover, there is no need for fasteners to connect between the sub-parts of the air damper, reducing the number of fasteners used in the whole air damper, and can effectively achieve cost reduction and weight reduction, shorten the processing and assembly cycle, and improve the production and delivery efficiency.

[0007] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that the air damper main body further includes auxiliary reinforcing ribs, the auxiliary reinforcing ribs connect the hinge to the air damper main body, and the auxiliary reinforcing ribs branch off from the reinforcing ribs and are connected to the inner door panel and the outer skin panel of the air damper. According to the above structure, the strength of the connection part between the hinge and the air damper main body can be improved.

[0008] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that there are multiple reinforcing ribs, and the multiple reinforcing ribs are one or a combination of a radial shape, a well shape, a yao shape, a cross shape, a circular arc shape, a wavy shape, a V shape, and a honeycomb structure. According to the above structure, both weight reduction and strength improvement can be achieved.

[0009] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that the inner door panel of the air damper forms a concave portion recessed toward the outer skin panel side, the connecting member is located in the concave portion, and the reinforcing ribs include: a circular first reinforcing rib surrounding the concave portion; and a plurality of second reinforcing ribs radially extending from the circular reinforcing rib toward the outer peripheral side. According to the above structure, both weight reduction and strength improvement can be achieved, and in particular, the strength of the part provided with the connecting member can be improved.

[0010] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that when viewed from above, the inner door panel of the air damper is a quadrilateral with chamfers, the hinge is located near one side of the quadrilateral, and the reinforcing ribs are formed to become higher in the thickness direction of the air damper main body as they approach the one side. According to the above structure, the strength of the connection part between the hinge and the air damper main body can be improved.

[0011] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that the inner door panel of the air damper has an arc-shaped cross section, and the outer skin panel has an arc-shaped cross section.

[0012] In addition, in the above-mentioned additive manufacturing aircraft auxiliary power system air damper, it may also be that the inner door panel of the air damper has a plurality of bosses on the lower surface for mating with the air damper frame of the APU assembly.

[0013] In addition, in the above additive manufacturing aircraft auxiliary power system air damper, it is also possible that the material of the additive manufacturing aircraft auxiliary power system air damper is one of AlSi10Mg, AlMgScZr, and Ti6Al4V. The additive manufacturing aircraft auxiliary power system air damper is, for example, manufactured by an additive manufacturing process of selective laser melting (SLM). In addition, for example, when the function of the product is a scaled model, prototype verification, or assembly inspection, the manufacturing process can also be additive manufacturing processes such as selective laser sintering (SLS) and fused deposition modelling (FDM), and the material can be a polymer such as polyamide (PA), polycarbonate (PC), polyether ether ketone (PEEK), polyether ketone ketone (PEKK), polyetherimide (PEI), etc.

[0014] The second aspect of the present utility model provides an APU assembly, comprising: any one of the above additive manufacturing aircraft auxiliary power system air dampers; an air damper frame; and an intake air damper actuator.

[0015] According to the additive manufacturing aircraft auxiliary power system air damper of the present utility model, an integrated design of the inner door panel, the outer skin panel, the reinforcing ribs, the connecting parts, and the hinge of the air damper is carried out, and they are formed in one piece with the same material. This additive manufacturing aircraft auxiliary power system air damper with the same material for the whole body can avoid the galvanic corrosion caused by the connection of dissimilar metals, effectively improve the service life, reliability, safety, performance stability, appearance quality, and environmental adaptability of the parts. Moreover, there is no need for fastener connection between the sub-parts of the air damper, reducing the overall number of fasteners used for the air damper, effectively achieving cost reduction, weight reduction, shortening of the processing and assembly cycle, and improvement of the production and delivery efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 FIG. is a schematic diagram showing an additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model installed at the tail of an aircraft.

[0017] Figure 2 FIG. is a perspective view showing the appearance of an additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model.

[0018] Figure 3 FIG. is from a perspective different from Figure 2 FIG. is a perspective view of the additive manufacturing aircraft auxiliary power system air damper observed from a different angle.

[0019] Figure 4 FIG. is a perspective view of an additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model.

[0020] Figure 5 is Figure 4 the partial enlarged sectional view taken along line A-A.

[0021] Figure 6 is Figure 4 the enlarged sectional view taken along line B-B.

[0022] Figure 7 is Figure 4 the enlarged sectional view taken along line C-C.

[0023] Figure 8 is the perspective view of the additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model.

[0024] Figure 9 is the perspective view of the additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model.

[0025] Figure 10 is the perspective view of the additive manufacturing aircraft auxiliary power system air damper according to an embodiment of the present utility model.

[0026] (Symbol description)

[0027] 1 Additive manufacturing aircraft auxiliary power system air damper

[0028] 11 Air damper main body

[0029] 12 Connecting piece

[0030] 13a Auxiliary reinforcing rib

[0031] 13b Hinge

[0032] 111 Inner air damper panel

[0033] 111a One side

[0034] 112 Outer skin panel

[0035] 113 Reinforcing rib

[0036] 1111 Boss

[0037] 1112 Recess

[0038] 1131 First reinforcing rib

[0039] 1132 Second reinforcing rib Detailed implementation manners

[0040] Hereinafter, with reference to the accompanying drawings, the technical solutions of the embodiments and modified examples of the present utility model will be described. In addition, the scope of the present utility model is not limited to the following embodiments and modified examples, and can be arbitrarily changed within the scope of the technical idea of the present utility model. In addition, in the following drawings, in order to facilitate the understanding of each structure, the actual structure may sometimes be different from the scale, quantity, etc. in each structure.

[0041] In the following description, the up-down direction, front-back direction, and left-right direction that are orthogonal to each other are set, and the up-down direction is defined based on the positional relationship when the additive manufacturing aircraft auxiliary power system damper shown in each figure is in a horizontally placed posture for description. In addition, the up-down direction, the upper side and the lower side, the front-back direction, the front side and the rear side, the left-right direction, the left side and the right side, the inner side, and the outer side are only names used to describe the relative positional relationship of each part, and the actual configuration relationship, etc. can be a configuration relationship other than the configuration relationship indicated by the said names, etc.

[0042] <First Embodiment>

[0043] Figure 1 It is a diagram schematically showing that an additive manufacturing aircraft auxiliary power system damper (hereinafter, sometimes simply referred to as "additive manufacturing APU damper") 1 of an embodiment of the present utility model is installed at the tail of an aircraft. Figure 2 It is a perspective view showing the appearance of the additive manufacturing aircraft auxiliary power system damper 1 of the present embodiment. Figure 3 It is from the same as Figure 2 A perspective view of the additive manufacturing APU damper 1 observed from a different angle. Figure 4 , Figures 8 to 10 They are perspective views of the additive manufacturing APU damper 1 of the present embodiment observed from below, above, in front, and on the left respectively.

[0044] The additive manufacturing aircraft auxiliary power system damper 1 of the present disclosure can be used as the APU damper of the APU assembly. The APU assembly further includes an APU damper frame, an intake damper actuator (the APU damper frame and the intake damper actuator can adopt known structures), and other known structures. The additive manufacturing APU damper 1 includes: a damper main body 11, the damper main body 11 having a damper inner door panel 111, a skin outer panel 112, and a reinforcing rib 113; a lug 12 as a connecting member; and a hinge 13b. The additive manufacturing APU damper 1 is integrally manufactured by additive manufacturing technology, and the entire additive manufacturing APU damper 1 is a single integral member.

[0045] In this embodiment, the inner door panel 111 of the air damper, the outer skin panel 112, the reinforcing rib 113, the lug 12, and the hinge 13b (and the following auxiliary reinforcing rib 13a) are formed into an integrally formed structure by the selective laser melting (SLM) metal additive manufacturing process. The existing design requirements indicate that the APU air damper is a non-primary load-bearing structure, and the maximum working temperature in the APU compartment is usually about 135°C. The selective laser melting (SLM) metal additive manufacturing technology can be used to manufacture through additive integrated design on the premise of meeting the usage scenario. The selective laser melting materials for the additive manufacturing of the APU air damper 1 can be selected from materials such as AlSi10Mg, AlMgScZr, and Ti6Al4V.

[0046] The traditional aircraft auxiliary power system air damper is manufactured by assembling and connecting the inner door panel of the air damper, the outer skin panel of the air damper, the lug, and the hinge with fasteners. The present disclosure adopts the additive manufacturing process of selective laser melting (SLM) to integrally design the aircraft auxiliary power system air damper. The additive manufacturing APU air damper 1 is integrally formed, which not only speeds up the manufacturing cycle but also solves the problem of different potential corrosion caused by different materials of different components in the previous assembly scheme, eliminating complex processes such as coating the protective layer and chromic acid anodizing during the manufacturing process and reducing the manufacturing cost.

[0047] When viewed from above, the air damper main body 11 is generally a quadrilateral with chamfers. The inner door panel 111 and the outer skin panel 112 of the air damper main body 11 are respectively quadrilaterals with chamfers, and the four corners are rounded. The aforementioned quadrilateral can be, for example, a square, a rectangle, or a trapezoid. In addition, the shape of the air damper main body 11 when viewed from above is not limited to a quadrilateral and can be adjusted according to the actual usage scenario.

[0048] The hinge 13b is located near a side 111a at the rear of the quadrilateral when viewing the inner door panel 111 of the air damper from above.

[0049] The inner door panel 111 of the air damper is generally curved. The inner door panel 111 has an arc-shaped cross-section (the cross-section is arc-shaped).

[0050] In addition, the inner door panel 111 of the air damper has a plurality of (two in this embodiment) bosses 1111 on the lower surface for cooperating with the air damper frame of the APU assembly. The bosses 1111 protrude from the lower surface of the inner door panel 111 of the air damper to the side opposite to the outer skin panel 112 (downward). The bosses 1111 are arranged, for example, close to another side 111b opposite to the side 111a in the front-rear direction. The shape of the bosses 1111 is not particularly limited, and for example, the shape when viewed from above can be circular.

[0051] The lug 12 is formed in the middle of the lower surface of the inner door panel 111 of the air damper. The inner door panel 111 of the air damper is formed with a recess 1112 recessed toward the outer skin panel side (upper side) in the middle. The shape of the recess 1112 is not particularly limited. For example, when viewed from above, the recess 1112 is circular. The recess 1112 has a bottom wall facing downward and a peripheral wall extending downward from the outer peripheral edge of the bottom wall. In the thickness direction (up and down direction) of the air damper main body 11, the bottom wall of the recess 1112 can be connected to the lower surface of the outer skin panel 112 in the thickness direction of the air damper main body 11 (a solid structure is formed between the recess 1112 and the outer skin panel 112. For example, see Figures 5 to 7 ). In addition, the bottom wall of the recess 1112 can also be opposed to the lower surface of the outer skin panel 112 with a gap therebetween.

[0052] The lug 12 is located in the recess 1112. The lug 12 is generally triangular and extends downward from the bottom wall of the recess 1112. However, it is not limited thereto, and the lug 12 can also be of other shapes.

[0053] The lug 12 is provided with a through hole 121. The lug 12 is connected to the intake air damper actuator link mechanism, and the opening and closing of the APU damper are controlled by controlling the elongation and contraction of the thrust rod through the intake air damper actuator. The selection of the size of the lug 12 is not particularly limited, and it is only necessary that the size of the through hole 121 is the same as that of the pin hole of the actuator link mechanism.

[0054] The outer skin panel 112 is curved as a whole. The outer skin panel 112 has an arc-shaped cross section.

[0055] The reinforcing ribs 113 connect the inner door panel 111 and the outer skin panel 112. There are multiple reinforcing ribs 113. More specifically, the outer skin panel 112 covers the inner door panel 111, and the reinforcing ribs 113 are formed between the upper surface of the inner door panel 111 and the lower surface of the outer skin panel 112. As Figure 4 shown, the reinforcing ribs 113 include: a circular first reinforcing rib 1131 that surrounds the recess 1112 from the outer peripheral side when viewed in the up and down direction; and a plurality of second reinforcing ribs 1132 that extend radially outward from the circular reinforcing rib 1131. Thereby, weight reduction and strength improvement can be taken into account, and in particular, the strength of the part provided with the lug 12 can be enhanced.

[0056] The first reinforcing rib 1131 is formed along the periphery of the recess 1112. The first reinforcing rib 1131 can be formed throughout the entire circumference in the circumferential direction, or can be formed on a part of the circumference. In addition, the first reinforcing rib 1131 can be connected to the following solid part S at the front end.

[0057] The second reinforcing rib 1132 is, for example, in the form of a plate intersecting the inner door panel 111 of the air damper and the outer skin panel 112. Between the upper and lower portions of the inner door panel 111 of the air damper and the outer skin panel 112, a hollow portion is formed between adjacent reinforcing ribs 113 (the second reinforcing rib 1132), so that the weight of the air damper can be reduced while ensuring the strength of the air damper body 11.

[0058] The entire air damper body 11 is formed such that it becomes higher in the thickness direction (the up-and-down direction) of the air damper body 11 as it faces the rear side (as it approaches one side 111a). The inner door panel 111 and the outer skin panel 112 of the air damper are connected to each other at the front end to form a solid portion S, and are separated from each other at the rear end and connected via the reinforcing rib 113. When viewed from below, the boss 1111 overlaps with the portion where the inner door panel 111 and the outer skin panel 112 of the air damper are connected to each other at the front end (the solid portion S). In addition, the inner door panel 111 and the outer skin panel 112 of the air damper may also be separated from each other at the front end and connected via a reinforcing rib.

[0059] When viewed from the side, each reinforcing rib 113 is formed such that it becomes higher in the thickness direction of the air damper body 11 as it faces the rear side (as it approaches one side 111a).

[0060] The air damper body 11 further includes an auxiliary reinforcing rib 13a. The auxiliary reinforcing rib 13a connects the hinge 13b to the air damper body 11. The auxiliary reinforcing rib 13a branches off from the reinforcing rib 113 (more specifically, from the second reinforcing rib 1132) and is connected to the inner door panel 111 and the outer skin panel 112 of the air damper. The auxiliary reinforcing rib 13a is, for example, in the form of a plate intersecting the inner door panel 111 and the outer skin panel 112 of the air damper.

[0061] The hinge 13b is connected to the air damper body 11 via the auxiliary reinforcing rib 13a. A plurality of (two in this embodiment) hinges 13b are provided. The hinge 13b is located at the rear side of the air damper body 11.

[0062] Through the auxiliary reinforcing rib 13a, the strength of the connection portion between the hinge 13b and the air damper body 11 can be improved. More specifically, the auxiliary reinforcing rib 13a extends rearwardly in a forked manner from the second reinforcing rib 1132 near the two corner portions on the rear side (the side closer to one side 111a) of the quadrilateral when the inner door panel 111 is viewed from above, and the rear end of the auxiliary reinforcing rib 13a is connected to the hinge 13b.

[0063] The auxiliary reinforcing rib 13a connects the upper and lower parts of the inner door panel 111 of the air damper and the outer skin panel 112, and overlaps with the air damper main body 11 when viewed from above. The hinge 13b further extends rearward from the auxiliary reinforcing rib 13a. The outer skin panel 112 is connected to the upper end surface of the auxiliary reinforcing rib 13a on the lower surface. The rearward part of the auxiliary reinforcing rib 13a and the forward part of the hinge 13b extend in the vertical direction from a position above the inner door panel 111 of the air damper to a position below the inner door panel 111 of the air damper.

[0064] A threaded hole 131 is provided through the tail of the hinge 13b (see Figure 2 ). The additive manufacturing APU air damper 1 can be connected to the APU actuator bracket through the threaded hole 131 on the tail of the hinge 13b. Although not shown in detail, the additive manufacturing APU air damper 1 is connected to the air damper frame through the hinge 13b and bolts passing through the threaded hole 131, for example.

[0065] In addition, each part of the additive manufacturing APU air damper 1 can be set to have an equal thickness, a gradually changing partial thickness, or a gradually changing total thickness.

[0066] For the additive manufacturing APU air damper 1 according to this embodiment, multiple parts are integrally designed and manufactured. Compared with the traditional cast or machined APU air damper, it can reduce the risk of electrochemical corrosion between the air damper main body and the hinge, improve the product quality, shorten the manufacturing cycle, reduce the assembly difficulty, improve the production efficiency (saving some machining processes through integrated design, reducing the manufacturing time of tooling and the assembly time of parts), relieve the inventory pressure, reduce the risk of supply interruption, and at the same time achieve the goal of weight reduction and cost reduction for the aircraft.

[0067] This embodiment realizes the integrated forming of the APU air damper through integrated design and selective laser melting process (for example, using SLM metal additive manufacturing technology to integrally design multiple parts), without fastener connection (reducing the use of fasteners can also reduce the maintenance cost to a certain extent), can solve the problem of dissimilar material heteropotential corrosion, and at the same time can improve the part quality, shorten the manufacturing cycle, and achieve the goal of weight reduction and cost reduction.

[0068] <Other Variants>

[0069] In the above embodiment, an example is given where the reinforcing ribs include an annular first reinforcing rib and a plurality of radial second reinforcing ribs. However, it is not limited to this. It may also be that the plurality of reinforcing ribs are one or a combination of radial, well-shaped, yao-shaped, cross-shaped, circular arc-shaped, wavy, V-shaped, and honeycomb structures.

[0070] In the above embodiment, a structure is given where the hinge is connected to the air damper main body via the auxiliary reinforcing rib. However, it is not limited to this. The hinge may also be formed to be connected to at least any one of the reinforcing rib, the inner door panel of the air damper, and the outer skin panel.

[0071] In the above embodiments, the lug is taken as an example of the connecting member. However, it is not limited thereto, and the connecting member may also be other mechanical connection structures.

[0072] The specific embodiments of the present utility model have been specifically described above in conjunction with the accompanying drawings. However, it can be understood that the above description does not limit the present utility model in any form, and the technical features in each embodiment can be combined with each other in any way to form new embodiments. In addition, after understanding the above specific embodiments, those skilled in the art can make various other modifications and changes to the present utility model as needed. These do not deviate from the essence of the present utility model.

Claims

1. An additive manufacturing aircraft auxiliary power system air damper, characterized in that, Comprising: A damper main body having a damper inner door panel, a skin outer panel, and reinforcing ribs, the reinforcing ribs connecting the damper inner door panel and the skin outer panel; A connecting member formed on the lower surface of the damper inner door panel; and A hinge connected to the damper main body, The damper inner door panel, the skin outer panel, the reinforcing ribs, the connecting member, and the hinge are an integrally formed structure.

2. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The damper main body further includes auxiliary reinforcing ribs that connect the hinge to the damper main body, The auxiliary reinforcing ribs branch off from the reinforcing ribs and are connected to the damper inner door panel and the skin outer panel.

3. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein There are multiple reinforcing ribs, and the multiple reinforcing ribs are one or a combination of a radial shape, a well shape, a yao shape, a cross shape, a circular arc shape, a wavy shape, a V shape, and a honeycomb structure.

4. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The damper inner door panel forms a recess that is recessed toward the skin outer panel side, and the connecting member is located in the recess, The reinforcing ribs include: A circular first reinforcing rib surrounding the recess; and Multiple second reinforcing ribs extending radially outward from the first reinforcing rib.

5. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein When viewed from above, the damper inner door panel is a quadrilateral with chamfers, The hinge is located near one side of the quadrilateral, The reinforcing ribs are formed to become higher in the thickness direction of the damper main body as they approach the one side.

6. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The damper inner door panel has an arc-shaped cross section, The skin outer panel has an arc-shaped cross section.

7. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The damper inner door panel has multiple bosses on its lower surface for mating with the APU component air damper frame.

8. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The additive manufacturing aircraft auxiliary power system damper is manufactured by a selective laser melting additive manufacturing process, and the material is one of AlSi10Mg, AlMgScZr, and Ti6Al4V.

9. The additive manufacturing aircraft auxiliary power system damper according to claim 1, wherein The additive manufacturing aircraft auxiliary power system damper is manufactured by a selective laser sintering or fused deposition modeling additive manufacturing process, and the material is one of polyamide, polycarbonate, polyether ether ketone, polyether ketone ketone, and polyetherimide.

10. An APU component, characterized in that, Comprising: The additive manufacturing aircraft auxiliary power system damper according to any one of claims 1 to 9; An air damper frame; and An intake air damper actuator.

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