Power-heat electric coupling hydrogen energy hybrid power aircraft energy generation and management system

Abstract

The invention discloses a power-heat electric coupling hydrogen energy hybrid power aircraft energy generation and management system which comprises an air supply system, an aviation kerosene supply system, a water supply system, an electric power system, a reformer, a fuel cell and a combustion chamber. An air inlet channel in the air supply system is connected with an air compressor and is connected with a fuel cell and a combustion chamber after passing through a heat exchanger; an oil pump in the aviation kerosene supply system is connected with a combustion chamber and a reformer after passing through a heat exchanger; a water pump in the water supply system is connected with the reformer through a heat exchanger; the anode of the fuel cell is connected with the reformer, and the cathode is connected with the heat exchanger; the combustion chamber is connected with the fuel cell, and is connected with the turbine and the generator through the reformer; the generator and the fuel cell are connected with the electric power system. Through power distribution and coupling calculation of a heat and mass system and electrical characteristics, flow, heat energy, power and electric energy are efficiently and cooperatively managed, and precise regulation and control of system energy generation and management are achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft energy generation and management, and in particular relates to a power-heat-electricity coupled hydrogen hybrid aircraft energy generation and management system. Background Art

[0002] With the development of aircraft electrification and the advancement of electronic equipment integration technology, the demand for electrical power in aircraft has increased exponentially. At present, electrical energy on aircraft is mainly obtained in two ways: one is to generate electricity by driving the generator with the engine, and the other is to use power batteries to supply power. The former has low power generation efficiency and increases the load on the engine, while the latter is limited by the energy density of power batteries and is difficult to meet the high energy requirements of aviation applications. Therefore, the development of high-efficiency and high-energy-density aviation power generation systems has become an urgent problem to be solved.

[0003] As an energy conversion device that directly converts chemical energy into electrical energy, hydrogen fuel cells have the advantages of high efficiency and low emissions. They are considered to be the fourth generation of power generation technology after thermal power, hydropower, and nuclear power. Among them, solid oxide fuel cells (SOFC) have attracted widespread attention due to their high operating temperature (700℃-1000℃), fuel flexibility, and high power generation efficiency. In addition, gas turbines (GT) have the characteristics of high power density and rapid response, and are one of the main forms of aircraft engines. The SOFC-GT hybrid system uses the high-temperature exhaust gas of the SOFC to drive the GT to work, realizing the cascade utilization of energy, which has significant efficiency advantages.

[0004] At present, the research on SOFC-GT hybrid power system mainly focuses on improving power output and system efficiency, focusing on improving the performance of components such as SOFC and GT, and optimizing the energy generation system architecture to improve the overall performance of the system. Traditional aircraft energy management systems usually design the power system (transmission, substation, and distribution) and the hybrid power energy generation system separately, resulting in the power system being unable to fully utilize the energy generated by the hybrid power energy generation system, or the hybrid power energy generation system being unable to meet the needs of the power system, lacking comprehensive coordination of energy generation and management, resulting in low energy utilization efficiency, high system complexity, and inability to achieve global optimization management of the system. Summary of the invention

[0005] The main purpose of the present invention is to provide a power-heat-electric coupled hydrogen hybrid aircraft energy generation and management system. The system achieves precise control of system energy generation and management by efficiently managing flow, thermal energy, power, and electrical energy through power distribution, coupled calculation of thermal mass system and electrical characteristics.

[0006] The purpose of the present invention is achieved through the following technical solutions: A power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system, characterized in that it includes: an air supply system, an aviation kerosene supply system, a water supply system, an electric power system, a reformer, a fuel cell and a combustion chamber; the air inlet in the air supply system is connected to the compressor, and is connected to the fuel cell and the combustion chamber through an air-high-temperature exhaust gas heat exchanger; the oil pump in the aviation kerosene supply system is connected to the combustion chamber and the reformer through an aviation kerosene-high-temperature exhaust gas heat exchanger; the water pump in the water supply system is connected to the reformer through a water-high-temperature exhaust gas heat exchanger; the fuel cell is connected to the reformer and the air-high-temperature exhaust gas heat exchanger; the combustion chamber is connected to the fuel cell, and is connected to the turbine and the generator through the reformer; the generator and the fuel cell are both connected to the electric power system.

[0007] Furthermore, a 230V AC main bus in the power system is connected to the generator, a part of which is directly supplied to the 230V AC load, and the other part converts the 230V AC into 115V AC through an AC-AC converter and is connected to the 115V AC bus; the first DC-DC converter is connected to the fuel cell, a part of which is supplied to the 270V DC main bus, a part of which is supplied to the 270V DC load, a part of which is connected to the 28V DC bus through the second DC-DC converter to supply the 28V DC load, and the other part is connected to the 115V AC bus to provide stable power for the 115V AC load and the water pump and the oil pump.

[0008] Furthermore, in the air supply system, the air inlet is the air input end of the system, which inhales air from the outside, compresses it through the compressor, and then enters the air-high temperature exhaust gas heat exchanger through the pipeline. The air passing through the heat exchanger enters the fuel cell cathode and combustion chamber respectively, providing them with the oxygen required for the reaction.

[0009] In the aviation kerosene supply system, the oil pump diverts the aviation kerosene to the combustion chamber and reformer to ensure that the flow and pressure of the aviation kerosene meet the combustion and reforming requirements.

[0010] In the water supply system, the water pump is responsible for preheating the water through the water-high-temperature exhaust gas heat exchanger and then providing it to the reformer. The water-to-carbon ratio is set at 3:1 to ensure the progress of the reforming reaction.

[0011] The reformer uses a steam reforming process to convert aviation kerosene into a multi-component mixed gas rich in hydrogen and carbon monoxide for use in SOFC.

[0012] As the core component of the hybrid power system, the fuel cell (SOFC) receives input from the air at the cathode and the mixed gas (mainly hydrogen and carbon monoxide) at the outlet of the reformer at the anode, and generates electricity through electrochemical reactions. The combustion chamber further burns the high-temperature exhaust gas and aviation kerosene generated by the SOFC to produce high-temperature and high-pressure exhaust gas, which drives the turbine to expand and do work, and then drives the generator to generate electricity. The output current of the generator is incorporated into the system to provide additional power support for the system.

[0013] The present invention can simulate the power demand under different flight conditions by adjusting the load value in the power system. The change of power load affects the power demand of the power system, which is then fed back to the hybrid power system, causing the dynamic adjustment of the output power, working fluid flow, heat transfer and pump power demand of the SOFC-GT hybrid power system, and then passing the dynamic change of the power demand of the auxiliary components to the total load demand. Through such a cycle iteration, the system continuously adjusts itself until the initial power load demand is met, and finally achieves system stability. The present invention has the following gain effects: The present invention realizes efficient and comprehensive management of power, heat and electric energy by coupling calculation of power-heat-electric multi-physical fields. According to the power change demand of the aircraft in different flight phases, the SOFC-GT hybrid power system can automatically adjust the operating parameters according to the change of power demand, adapt to different flight conditions, ensure that energy supply matches demand, reduce energy waste, and the closed-loop feedback mechanism enables the system to respond quickly to changes and maintain stable operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a structural block diagram of the energy generation and management system of a hydrogen hybrid aircraft with power-heat-electricity coupling.

[0015] Markings in the figure: 1-intake duct, 2-compressor, 3-air-high temperature exhaust gas heat exchanger, 4-fuel cell, 5-combustion chamber, 6-reformer, 7-turbine, 8-aviation kerosene-high temperature exhaust gas heat exchanger, 9-water-high temperature exhaust gas heat exchanger, 10-oil pump, 11-water pump, 12-generator, 13-first DC-DC converter, 14-230V AC main bus, 15-230V AC load, 16-AC-AC converter, 17-270V DC main bus, 18-second DC-DC converter, 19-28V DC bus, 20-28V DC load, 21-270V DC load, 22-DC-AC converter, 23-115V AC bus, 24-115V AC load. DETAILED DESCRIPTION

[0016] In order to make the above-mentioned objects, features and advantages of the present invention more clearly understood, the specific implementation methods of the present invention are described in detail below with reference to the accompanying drawings. The specific operation steps of the method are: like Figure 1 As shown, a power-heat-electric coupled hydrogen hybrid aircraft energy generation and management system. The system achieves precise control of system energy generation and management by efficient and coordinated management of flow, thermal energy, power, and electrical energy through coupled calculation of power distribution, thermal mass system, and electrical characteristics. It is mainly composed of a power system and a SOFC-GT hybrid system, in which the SOFC-GT hybrid system can be specifically divided into an air supply system, a kerosene supply system, and a water supply system.

[0017] Among them: In the air supply system, the air inlet 1 is the air input end of the system, which inhales air from the outside, is compressed by the compressor 2, and then enters the air-high temperature exhaust gas heat exchanger 3 through the pipeline. The air passing through the heat exchanger enters the cathode of the fuel cell 4 and the combustion chamber 5 respectively, providing them with oxygen required for the reaction.

[0018] In the aviation kerosene supply system, the oil pump 10 diverts the aviation kerosene to the combustion chamber 5 and the reformer 6 to ensure that the flow rate and pressure of the aviation kerosene meet the combustion and reforming requirements. After burning the fuel cell exhaust gas and aviation kerosene, the combustion chamber 5 generates high-temperature and high-pressure exhaust gas. First, the exhaust gas passes through the reformer 6 to provide the necessary heat for the steam reforming reaction and promote the generation of hydrogen. Subsequently, the exhaust gas passes through the three heat exchangers of the aviation kerosene-high-temperature exhaust gas heat exchanger 8, the water-high-temperature exhaust gas heat exchanger 9 and the air-high-temperature exhaust gas heat exchanger 3 in sequence; the aviation kerosene-high-temperature exhaust gas heat exchanger 8 is used to preheat the aviation kerosene entering the reformer, improve the evaporation efficiency of the fuel, and reduce the start-up temperature of the reformer; the water-high-temperature exhaust gas heat exchanger 9 is used to preheat the water entering the reformer to ensure that the water is raised to a certain temperature before entering the reformer to increase the reforming reaction rate; the air-high-temperature exhaust gas heat exchanger 3 is used to preheat the air entering the fuel cell and the combustion chamber to increase the temperature of the oxygen supply.

[0019] In the water supply system, the water pump 11 is responsible for preheating water through the water-high temperature tail gas heat exchanger 9 and then providing it to the reformer 6, and the water-carbon ratio is set to 3:1. When the system is running at high load or low load, the demand for aviation kerosene and water in the reforming reaction changes due to different demands for hydrogen. By controlling the power of the water pump 11 and the oil pump 10, the speed of the water pump 11 and the oil pump 10 is adjusted, and the flow of water and aviation kerosene is increased or decreased at the same time. During the adjustment process, the water-carbon ratio of the reforming reaction is always maintained at 3:1 to ensure the progress of the reforming reaction.

[0020] The reformer 6 uses a steam reforming process to convert the aviation kerosene into a multi-component mixed gas rich in hydrogen and carbon monoxide, which is supplied to the SOFC 4 for use.

[0021] SOFC4 is the core component of the hybrid power system. The cathode receives input from air, and the anode receives input from the mixed gas (mainly hydrogen and carbon monoxide) from the outlet of the reformer, and performs electrochemical reactions to generate electricity. The combustion chamber 5 further burns the high-temperature exhaust gas and aviation kerosene generated by the SOFC to generate high-temperature and high-pressure tail gas, which drives the turbine 7 to expand and work, and then drives the generator to generate electricity. The turbine 7 uses the high-temperature and high-pressure tail gas to expand and work, and then converts it into mechanical energy, which is mainly used to drive the generator 12, thereby generating electricity to supply the power system; at the same time, the turbine 7 also drives the compressor 2 to operate through mechanical connection, compressing the air entering the air supply system to ensure the oxygen supply required by the fuel cell 4 and the combustion chamber 5. The output current of the generator is incorporated into the system to provide additional power support for the system. The compressor 2 and the generator 12 are driven by the turbine 7. The compressor 2, the generator 12 and the turbine 7 are coaxial structures (indicated by the black thick line in the figure), forming a turbine-compressor-generator integrated structure. The turbine 7 not only drives the compressor 2 to compress air, but also drives the generator 12 to generate electricity, thereby ensuring the coordination between air supply and electricity generation and improving the overall mechanical efficiency and compactness.

[0022] The loads in the power system are connected to different buses, using the electricity generated in the SOFC-GT hybrid system. Each load is connected to the corresponding voltage level to ensure stable power supply. The electricity generated by the turbine generator is connected to the 230V AC main bus 14, part of which is directly supplied to the 230V AC load 15, and the other part converts the 230V AC into 115V AC through the AC-AC converter 16, and is connected to the 115V AC bus 23 to supply various electrical equipment. The electricity generated by the fuel cell in the system is supplied to the 270V DC main bus 17 through the first DC-DC converter 13, part of which meets the needs of the 270V DC load 21, part of which is connected to the 28V DC bus 19 through the second DC-DC converter 18 to supply the 28V DC load 20, and the other part is connected to the 115V AC bus 23 through the DC-AC converter 22 to provide stable electricity for the 115V AC load 24 and the water pump and oil pump.

[0023] During the takeoff phase of the aircraft, the power demand is high. By increasing the value of the 230V AC load 15 in the power system, high power demand is simulated. After the power system detects the load increase, it feeds back the demand information to the SOFC4 and generator 12 in the hybrid power system. The hybrid power system adjusts accordingly. The values ​​of different types of loads in the power system are adjusted to simulate the power demand of the aircraft under different flight conditions, and the output power, working fluid flow, heat transfer and pump power demand of the fuel cell 4 and the generator 12 are dynamically adjusted to match the power demand. The system continuously monitors the difference between the actual output power and the required power, and performs closed-loop control to ensure the stability of the power supply and the efficient operation of the system.

[0024] The control system adjusts the output of the oil pump 10, increases the supply of aviation kerosene to the reformer 6, and increases the production of hydrogen-rich fuel. At the same time, the operation of the water pump 11 is adjusted to ensure that the water vapor supply meets the reforming reaction requirements. In addition, the operating parameters of the compressor 2 are adjusted to change the air flow rate and supply the SOFC cathode. On the one hand, the electrochemical reaction inside the SOFC is satisfied, and on the other hand, the excess air can ensure that the SOFC is maintained at a constant operating temperature and the stable output of electrical energy is ensured.

[0025] In the combustion chamber 5, the supply of aviation kerosene is increased to intensify the combustion process and generate more high-temperature and high-pressure combustion gas. The operating parameters of the turbine 7 are adjusted to increase the mechanical work output and drive the generator to generate more AC electricity.

[0026] As the fuel and air supply increases, the flow of working fluids (jet fuel, air, water, etc.) in the system also increases accordingly. The workload of the oil pump 10, water pump 11 and compressor 2 increases, and their mechanical power and electrical power requirements also increase accordingly. The power system needs to provide additional electrical energy support for these auxiliary equipment.

[0027] The new power demand was further adjusted, and after multiple cycles of iteration, the system gradually reached a new equilibrium state. At this point, the output power of SOFC and GT met the high power demand of the take-off phase, the working fluid flow and heat transfer process were stable, and the power demand of the pump matched the power supply capacity of the power system. The system achieved stable operation and met the initially set power demand.

[0028] The present invention ensures the stable operation of the reformer, fuel cell and combustion chamber through the coordinated work of the air supply system, the aviation kerosene supply system and the water supply system. The electric energy generated by the fuel cell and the turbine generator is distributed to the various power buses of the system as needed through different converters to ensure the stable power supply of various components of the aircraft. By adjusting the load in the power system, the power demand under different flight conditions can be simulated. The change of the power load affects the power demand of the power system, which is fed back to the SOFC-GT hybrid system, causing the dynamic adjustment of the output power, working fluid flow, heat transfer and pump power demand of SOFC and GT, resulting in changes in the power demand of the auxiliary components, further affecting the total load of the power system. Through such a cycle iteration, the system continuously adjusts itself until the load demand set initially is met, and finally achieves stable operation of the system, forming an adaptive closed-loop control mechanism. In the whole process, the system realizes precise regulation of energy generation and management through the power-heat-electric coupling calculation and collaborative management of the power system and the SOFC-GT hybrid system.

[0029] The above is only a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements without departing from the principle of the present invention. These improvements should also be regarded as within the scope of protection of the present invention.

Claims

1. A power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system, characterized in that: include: An air supply system, an aviation kerosene supply system, a water supply system, an electric power system, a reformer, a fuel cell and a combustion chamber; the air inlet (1) in the air supply system is connected to the compressor (2), and is connected to the fuel cell (4) and the combustion chamber (5) through an air-high temperature exhaust gas heat exchanger (3); the oil pump (10) in the aviation kerosene supply system is connected to the combustion chamber (5) and the reformer (6) through an aviation kerosene-high temperature exhaust gas heat exchanger (8); the water pump (11) in the water supply system is connected to the reformer (6) through a water-high temperature exhaust gas heat exchanger (9); the fuel cell (4) is connected to the reformer (6) and the air-high temperature exhaust gas heat exchanger (3); the combustion chamber (5) is connected to the fuel cell (4), and is connected to the turbine (7) and the generator (12) through the reformer (6); the generator (12) and the fuel cell (4) are both connected to the electric power system.

2. The power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system according to claim 1, characterized in that: A 230V AC main bus (14) in the power system is connected to a generator (12), a portion of which is directly supplied to a 230V AC load (15), and another portion of which is converted into 115V AC power through an AC-AC converter (16) and connected to a 115V AC bus (23); a first DC-DC converter (13) is connected to a fuel cell (4), a portion of which is supplied to a 270V DC main bus (17), a portion of which is supplied to a 270V DC load (21), a portion of which is connected to a 28V DC bus (19) through a second DC-DC converter (18) and supplied to a 28V DC load (20), and another portion of which is connected to a 115V AC bus (23) through a DC-AC converter (22) to provide stable electric energy for the 115V AC load (24) and a water pump and an oil pump.

3. The power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system according to claim 1, characterized in that: The water-to-carbon ratio of the steam reforming reaction in the reformer (6) is 3:1, and the material ratio of the reforming reaction is adjusted by controlling the flow rates of the water pump (11) and the oil pump (10).

4. The power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system according to claim 1, characterized in that: The compressor (2), the generator (12) and the turbine (7) are coaxial structures, and the mechanical energy generated by the expansion work of the turbine (7) drives the generator (12) and drives the compressor (2) to operate at the same time.

5. The power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system according to claim 1, characterized in that: The high-temperature and high-pressure exhaust gas at the outlet of the combustion chamber (5) first passes through a reformer (6) to supply heat required for the reforming reaction, and the high-temperature exhaust gas is heat-recovered by using an aviation kerosene-high-temperature exhaust gas heat exchanger (8), a water-high-temperature exhaust gas heat exchanger (9) and an air-high-temperature exhaust gas heat exchanger (3) to preheat the aviation kerosene, water and air entering the reformer (6) and the fuel cell (4).

6. The power-thermal-electric coupled hydrogen-power hybrid aircraft energy generation and management system according to claim 1, characterized in that: The load value in the power supply system is adjusted to simulate the power demand under different flight conditions, and the output power, working fluid flow, heat transfer and pump power demand of the fuel cell (4) and the turbine generator (12) are dynamically adjusted. The power demand is met through cyclic iterations to achieve stable operation.

7. The power-thermal-electric coupled hydrogen-power hybrid aircraft energy generation and management system according to claim 1, characterized in that: The amount of aviation kerosene supplied to the combustion chamber (5) is dynamically adjusted according to the power demand, the output power of the turbine (7) is optimized, and the energy balance of the system is satisfied.

8. The power-thermal-electric coupled hydrogen hybrid aircraft energy generation and management system according to claim 1, characterized in that: The compressor (2) and the generator (12) are driven by the turbine (7) to form a turbine-compressor-generator integrated structure.

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