Hydrogen-fueled hybrid turboprop engine

Abstract

The application discloses a hydrogen-fueled hybrid turboprop engine, comprising a fuel cell power unit, a hydrogen-fueled turboprop engine, a propeller and a shared speed reducer; the fuel cell power unit and the hydrogen-fueled turboprop engine are respectively connected with a hydrogen fuel storage tank through pipelines; the fuel cell power unit and the hydrogen-fueled turboprop engine are respectively connected with the propeller; one end of the shared speed reducer is connected with the propeller, and the other end of the shared speed reducer is respectively connected with the fuel cell power unit and the hydrogen-fueled turboprop engine. The hydrogen-fueled hybrid turboprop engine integrates the advantages of a traditional turboprop engine and a hydrogen fuel cell, complements the disadvantages of each other, shares the same equipment, and has the functions of zero carbon emission and large shaft power output.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of engines, and particularly relates to a hydrogen-fueled hybrid turboprop engine. BACKGROUND

[0002] At present, the power device of a propeller aircraft is mainly a turboprop engine. The turboprop engine is a heat engine device that uses compressed air to combust aviation kerosene to drive a turbine to work in the form of a Brayton heat cycle to output shaft power. As shown in the structure Figure 1 , the turboprop engine mainly comprises a compressor, a combustion chamber, a core turbine, a power turbine, an exhaust device, an accessory drive system, and an in-body speed reducer. The compressor compresses air, the combustion chamber organizes the compressed air to combust aviation kerosene to generate high-temperature and high-pressure gas, the gas drives the core turbine to work, the core turbine drives the compressor to work through a shaft, the gas after flowing through the core turbine continues to drive the power turbine to work, the power turbine transmits shaft power meeting the speed requirement to the propeller of the aircraft through the in-body speed reducer, the exhaust device guides the gas after the power turbine to be discharged from the engine, and the accessory drive system driven by the engine rotor provides power for the accessory system of the engine to ensure the work of the fuel system and the lubricating oil system.

[0003] Recently, more and more power devices of propeller aircrafts at home and abroad are in the form of combination of hydrogen fuel cells and electric motors. The hydrogen fuel cell is a high-efficiency power generation equipment that generates electricity through hydrogen as an anode, oxygen in air as a cathode, and with the aid of a catalyst and a proton exchange membrane. The electric motor drives the propeller of the aircraft by using the electric energy generated by the hydrogen fuel cell. As shown in the basic principle of the hydrogen fuel cell system Figure 2 , in addition to the fuel cell, the system also needs a cooling device, an air compression device, a hydrogen control device, and other accessories to provide protection for the fuel cell system.

[0004] With the development of various technologies for many years, the comprehensive thermal efficiency of the current aviation turboprop engine is close to the theoretical thermal efficiency limit of the Brayton heat cycle, and the efficiency improvement space is small. The cost of further improvement is much higher than the benefit. Although the hydrogen fuel cell has high comprehensive energy conversion efficiency, it has the disadvantages of low-temperature startup failure, the need for a radiator for cooling in the working process, the need for a compression device to provide compressed air, the need for a complex hydrogen control system, and the low electric power density of the battery. In summary, neither the traditional aviation engine nor the hydrogen fuel cell alone can meet the demand for high power and high comprehensive efficiency of the power device of future aircrafts. SUMMARY

[0005] In view of the above problems, the present application discloses a hydrogen-fueled hybrid turboprop engine, which comprises a fuel cell power unit, a hydrogen-fueled turboprop engine, and a propeller.

[0006] The fuel cell power unit and the hydrogen turbine engine are connected with a hydrogen fuel tank through pipelines respectively.

[0007] The fuel cell power unit and the hydrogen turbine engine are connected with a propeller respectively.

[0008] Further, a common reduction gear is provided.

[0009] One end of the common reduction gear is connected with a propeller, and the other end is connected with the fuel cell power unit and the hydrogen turbine engine respectively.

[0010] Further, a clutch is provided.

[0011] The fuel cell power unit and the hydrogen turbine engine are connected with the common reduction gear through the clutch respectively.

[0012] Further, the hydrogen turbine engine comprises an exhaust device, a combustion chamber, a compressor and an air intake device.

[0013] One end of the exhaust device is connected with one end of the combustion chamber.

[0014] The other end of the combustion chamber is connected with one end of the compressor.

[0015] The other end of the compressor is connected with the air intake device.

[0016] Further, the hydrogen turbine engine further comprises a starter generator.

[0017] The starter generator is connected with the compressor through a shaft coupling.

[0018] Further, the hydrogen turbine engine further comprises a hydrogen heat exchanger.

[0019] The hydrogen heat exchanger is arranged in the exhaust device, and one end thereof is connected with a three-way valve through a pipeline.

[0020] One end of the hydrogen fuel tank is connected with a first valve through a pipeline, and the first valve is connected with the hydrogen heat exchanger through a first pipeline.

[0021] Further, the fuel cell power unit comprises an electric motor and a hydrogen fuel cell.

[0022] The hydrogen fuel cell is arranged outside the compressor casing and surrounds the compressor, and a hydrogen inlet is connected with a first outlet of the three-way valve through a pipeline.

[0023] A cooler is arranged inside the electric motor shell, one end of the cooler is connected with the first valve through a second pipeline, and the other end is connected with the hydrogen heat exchanger.

[0024] A second valve is arranged on the second pipeline.

[0025] Further, the air inlet of the hydrogen fuel cell is connected with the air compressor through a third pipeline, and a third valve is arranged on the third pipeline;

[0026] The hydrogen exhaust outlet of the hydrogen fuel cell is connected with the fuel manifold of the combustion chamber through a pipeline;

[0027] The hydrogen fuel cell is externally provided with a preheater, one end of the preheater is connected with the second outlet of the three-way valve, and the other end of the preheater is connected with the fuel manifold of the combustion chamber through a fourth pipeline;

[0028] A fourth valve is arranged on the fourth pipeline.

[0029] Further, the control system is further connected with the motor, the starter generator, the first valve, the second valve, the third valve, the fourth valve and the three-way valve.

[0030] Further, the control system is further connected with the motor, the starter generator, the first valve, the second valve, the third valve, the fourth valve and the three-way valve.

[0031] Further, the control system is further connected with the motor, the starter generator, the first valve, the second valve, the third valve, the fourth valve and the three-way valve.

[0032] Further, the control system is further connected with the motor, the starter generator, the first valve, the second valve, the third valve, the fourth valve and the three-way valve.

[0033] Compared with the prior art, the embodiment of the present application has at least the following advantages: the present application integrates the advantages of traditional turboprop engines and hydrogen fuel cells, complements the disadvantages of each other, shares the same equipment, and has a high-efficiency hydrogen-fueled hybrid turboprop engine with zero carbon emission and large shaft power output function; the hydrogen-fueled engine solves the problem of carbon emission, and reducing the working temperature of the turbine is beneficial to the improvement of the service life of the engine; the hydrogen fuel cell is integrated in the engine, and the efficiency of the engine is improved through comprehensive thermal management; based on the engine, the air intake condition of the hydrogen fuel cell is improved, a cold source of the battery is provided, and the efficiency of the hydrogen fuel cell is further improved; in addition, there is no combustion process in the hydrogen fuel cell, so almost no nitrogen oxides are generated, which can greatly reduce the pollution of the aviation power device to the atmosphere.

[0034] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application can be achieved and obtained by the structures indicated in the specification and drawings. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without any creative effort.

[0036] Figure 1 A structural schematic diagram of an existing conventional turboprop engine is shown;

[0037] Figure 2 A schematic diagram of an existing hydrogen fuel cell is shown;

[0038] Figure 3 A structural schematic diagram of a hydrogen-fueled hybrid turboprop engine according to an embodiment of the present application is shown;

[0039] Figure 4 A structural schematic diagram of a hydrogen-fueled turboprop engine according to an embodiment of the present application is shown;

[0040] Figure 5 A system schematic diagram of a hydrogen-fueled hybrid turboprop engine is shown. Figure 3

[0041] Reference signs: 1, power supply; 2, hydrogen fuel cell; 3, electric motor; 4, clutch; 5, common reduction gear; 6, propeller; 7, hydrogen-fueled turboprop engine; 8, starter generator; 9, hydrogen heat exchanger. DETAILED DESCRIPTION

[0042] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0043] With the gradual tightening of carbon emission restrictions under the background of global warming, the enthusiasm of the aviation industry for zero-carbon emission hydrogen power drives the domestic aviation engine to reform hydrogen fuel. In view of the special properties of hydrogen, such as small density, high calorific value, fast combustion and extremely low liquid storage temperature, it is necessary to reasonably optimize the hydrogen-fueled aviation engine to further improve the comprehensive efficiency of the hydrogen-fueled engine and enrich the energy conversion mode.

[0044] Figure 3 A structural schematic diagram of a hydrogen-fueled hybrid turboprop engine according to an embodiment of the present application is shown. As shown in Figure 3 A hydrogen-fueled hybrid turboprop engine according to an embodiment of the present application is shown. The hydrogen-fueled hybrid turboprop engine according to the present application comprises a fuel cell power unit, a hydrogen-fueled turboprop engine 7 and a propeller 6.

[0045] The fuel cell power unit and the hydrogen-fueled turboprop engine 7 are respectively connected to a hydrogen fuel tank of an aircraft (aircraft) through pipelines;

[0046] ​The fuel cell power unit and the hydrogen-fueled turboprop engine 7 are respectively connected with the propeller 6.

[0047] A hydrogen fuel tank is used to store liquid hydrogen to provide hydrogen for the hydrogen-fueled turboprop engine 7 and the hydrogen fuel cell 2.

[0048] The hydrogen-fueled turboprop engine 7 is used to output shaft power to the propeller 6 to generate power for the aircraft.

[0049] The hydrogen-fueled turboprop engine of the present application integrates the advantages of traditional turboprop engines and hydrogen fuel cells 2, complements the disadvantages of each other, shares the same equipment, and has the functions of zero carbon emission and large shaft power output.

[0050] The hydrogen-fueled turboprop engine further comprises a common reduction gear 5.

[0051] One end of the common reduction gear 5 is connected with the propeller 6, and the other end is respectively connected with the fuel cell power unit and the hydrogen-fueled turboprop engine 7.

[0052] The common reduction gear 5 is used to combine shaft power with different speeds and output to the propeller 6 at a lower speed.

[0053] The propeller 6 of the aircraft is driven by the common reduction gear 5, and the shaft power of the common reduction gear 5 is input by the electric motor 3 and the hydrogen-fueled turboprop engine 7.

[0054] The hydrogen-fueled turboprop engine further comprises a clutch 4.

[0055] The fuel cell power unit and the hydrogen-fueled turboprop engine 7 are respectively connected with the common reduction gear 5 through the clutch 4.

[0056] The hydrogen-fueled turboprop engine 7 does not have the in-body reduction gear device of the traditional turboprop engine, and the shaft power is directly output to the common reduction gear 5. The clutch 4 is arranged between the common reduction gear 5 and the electric motor 3, and between the common reduction gear 5 and the hydrogen-fueled turboprop engine 7. The electric motor 3 is driven by the electric energy generated by the hydrogen fuel cell 2.

[0057] Figure 4 A structural schematic diagram of a hydrogen-fueled turboprop engine according to an embodiment of the present application is shown. As shown in the figure, Figure 4 The hydrogen-fueled turboprop engine 7 comprises an exhaust device, a combustion chamber, a compressor, an air inlet device, a power turbine and a core turbine;

[0058] One end of the exhaust device is connected with one end of the combustion chamber;

[0059] The other end of the combustion chamber is connected with one end of the compressor;

[0060] The other end of the compressor is connected with the air inlet device;

[0061] The core turbine is connected to the combustion chamber;

[0062] One end of the power turbine is connected to the core turbine, and the other end is connected to the output shaft.

[0063] The output shaft interface of the output shaft is connected to the clutch 4 by bolts.

[0064] The hydrogen-powered turboprop engine 7 also includes: a generator 8;

[0065] The generator 8 is connected to the compressor via a coupling.

[0066] The generator 8 is used as an electric motor when the hydrogen-fired turboprop engine 7 is started, and is powered by the power source 1 to start the hydrogen-fired turboprop engine 7. After the hydrogen-fired turboprop engine 7 is working, the generator 8 is used as a generator, and is driven by the hydrogen-fired turboprop engine 7 to generate electricity.

[0067] The hydrogen-fired turboprop engine 7 has no accessory drive system; it is directly started by the starter generator 8. All accessory equipment of the hydrogen-fired turboprop engine 7 is driven by accessory motors. Accessory drive systems consist of numerous gears, drive shafts, bearings, etc., requiring lubrication and cooling, making the system complex. In contrast, this invention eliminates the need for an accessory drive system; the hydrogen-fired turboprop engine 7 is directly started by the starter generator.

[0068] like Figure 5 As shown, the hydrogen-fired turboprop engine 7 also includes a hydrogen heat exchanger 9;

[0069] The hydrogen heat exchanger 9 is installed inside the exhaust device and integrated into it, with its outlet end connected to a three-way valve via a pipeline;

[0070] One end of the hydrogen fuel storage tank is connected to the first valve via a pipeline, and the first valve is connected to the hydrogen heat exchanger 9 via the first pipeline.

[0071] For example, the hydrogen heat exchanger 9 has a capillary structure and is set close to the gas flow channel of the exhaust device. In another design, the hydrogen heat exchanger 9 and the exhaust device can be designed as a single piece and formed by 3D printing.

[0072] The hydrogen heat exchanger 9 is used to convert the liquid hydrogen provided by the aircraft into hydrogen gas that meets the pressure and temperature requirements of the combustion chamber of the hydrogen-fired turboprop engine 7 and the hydrogen fuel cell 2.

[0073] The fuel cell power unit includes: an electric motor 3 and a hydrogen fuel cell 2;

[0074] The hydrogen fuel cell 2 is located around the compressor casing and distributed around the compressor. The hydrogen inlet is connected to the first outlet of the three-way valve of the hydrogen heat exchanger 9 through a pipeline.

[0075] The motor 3 is internally provided with a cooler, one end of which is connected with the first valve through a second pipeline, and the other end is connected with the hydrogen heat exchanger 9, and the second pipeline is provided with a second valve.

[0076] The cooler is of a coil structure and is arranged inside the motor 3.

[0077] The motor 3 is used for outputting shaft power to the propeller 6 to generate power for the aircraft.

[0078] The hydrogen fuel cell 2 is used for generating electricity.

[0079] The cooler is used for cooling the motor 3.

[0080] The hydrogen fuel cell 2 is arranged around the compressor casing, which can effectively utilize the space and is beneficial to controlling the size of the windward surface of the hydrogen fuel turbine engine 7.

[0081] The air inlet of the hydrogen fuel cell 2 is connected with the compressor through a third pipeline, and the third pipeline is provided with a third valve.

[0082] The hydrogen exhaust port of the hydrogen fuel cell 2 is connected with the fuel manifold of the combustion chamber through a pipeline, and the air exhaust port is connected with the power turbine casing through a pipeline.

[0083] The hydrogen fuel cell 2 is provided with a preheater, one end of which is connected with the second outlet of the three-way valve of the hydrogen heat exchanger 9, and the other end is connected with the fuel manifold of the combustion chamber through a fourth pipeline, and the fourth pipeline is provided with a fourth valve.

[0084] The preheater is used for preheating hydrogen.

[0085] The preheater is of a coil structure and is arranged around the hydrogen fuel cell 2. In another design, the preheater is designed to be integrated with the hydrogen fuel cell 2.

[0086] In another design, the hydrogen exhaust port of the hydrogen fuel cell 2 is communicated with the outlet of the preheater and is connected with the combustion chamber through a pipeline.

[0087] The hydrogen fuel cell 2 is arranged outside the compressor casing and is connected with the compressor through a pipeline, so as to conveniently take air with pressure from the compressor of the hydrogen fuel turbine engine 7.

[0088] The hydrogen fuel turbine engine 7 often works at high altitude, and the air at high altitude is thin and contains little oxygen, which is not conducive to the reaction of the fuel cell. Therefore, the air with pressure is taken from the compressor to improve the performance of the fuel cell.

[0089] The hydrogen fuel hybrid turbine engine further comprises a control system.

[0090] The control system is connected with the electric motor 3, the starter generator 8, the first valve, the second valve, the three-way valve, the third valve and the fourth valve respectively.

[0091] The control system is connected with the electric motor 3, the starter generator 8, the first valve, the second valve, the three-way valve, the third valve and the fourth valve respectively.

[0092] The hydrogen-fueled hybrid turboprop engine further comprises a power supply 1;

[0093] One end of the power supply 1 is connected with the hydrogen fuel cell 2, and the other end is connected with the electric motor 3, the starter generator 8, the accessory system and the control system respectively.

[0094] The power supply 1 is used for storing the electric energy generated by the hydrogen fuel cell 2 and providing electric energy for the electric motor 3, the starter generator 8, the control system and the aircraft.

[0095] The working principle of the hydrogen-fueled hybrid turboprop engine is as follows: after the air is compressed by the compressor, part of the air enters the combustion chamber for combustion heat cycle, and the other part of the compressed air enters the hydrogen fuel cell 2 through the bleed air at the engine case; the air entering the hydrogen fuel cell 2 can be adjusted in flow by the valve according to the demand of the hydrogen fuel cell 2 in different states; after the air and hydrogen in the hydrogen fuel cell 2 react, heat, electric energy, unreacted air and H2O are generated, among which part of the heat is taken away by the unreacted air and the generated water, and the other part of the heat is taken away by the hydrogen flowing through the hydrogen fuel cell 2 to the combustion chamber for combustion;

[0096] The unreacted air with heat and the generated water discharged from the hydrogen fuel cell 2 are discharged through the pipeline to the power turbine and mixed with the core turbine afterburning gas flow to drive the power turbine to work to increase the output power of the power turbine; the unreacted hydrogen in the hydrogen fuel cell 2 and the preheated hydrogen enter the engine combustion chamber for combustion to generate high-temperature and high-pressure gas to drive the turbine to work;

[0097] A composite hydrogen heat exchanger 9 is arranged at the exhaust device of the hydrogen-fueled turboprop engine 7, and the low-temperature hydrogen flows through the heat exchanger to reduce the temperature of the exhaust device, thereby improving the reliability and service life of the exhaust device; similarly, the high-temperature engine case can heat the hydrogen, so that the liquid hydrogen provided by the hydrogen fuel tank of the aircraft is gradually converted into low-pressure and normal-temperature hydrogen;

[0098] The hydrogen-fueled hybrid turboprop engine has no accessory drive system, and the starting system, the accessory system and the control system of the engine are all driven by electric energy, which is provided by the power supply 1, and the power supply 1 is provided with electric energy by the hydrogen fuel cell 2;

[0099] The aircraft propeller 6 is driven by the common reducer 5, the shaft power of the common reducer 5 is input by the motor 3 and the hydrogen combustion turboprop engine 7 respectively, and the power ratio of the motor 3 and the hydrogen combustion turboprop engine 7 can be adjusted according to the flight state of the aircraft to realize the optimal comprehensive efficiency of the aircraft in each flight state.

[0100] The clutch 4 is arranged between the common reducer 5 and the motor 3 and the hydrogen combustion turboprop engine 7, the power selection requirement of the aircraft in each state is realized, and the aircraft can also be ensured not to become a redundant load in the case that a certain power fails.

[0101] In addition, liquid hydrogen provided by a hydrogen fuel tank of the aircraft is used as a cold source of the motor 3 to ensure that the motor 3 does not overheat in a high-power state, and the efficiency and service life of the motor 3 are provided.

[0102] In addition to the traditional functions, the control system also controls the hydrogen flow entering the hydrogen heat exchanger 9, the hydrogen fuel cell 2, the hydrogen combustion chamber, the hydrogen flow entering the motor 3, and the gas flow entering the hydrogen fuel cell 2 after the compressor through a plurality of control valves according to the required engine state.

[0103] The working mode of the hydrogen combustion hybrid turboprop engine can be: the aircraft takes off, the hydrogen combustion turboprop engine 7 is in a maximum power output state, and the motor 3 is in a maximum power output state; the aircraft cruises, the engine is in a small state (which should be selected as the design state of the engine), the hydrogen fuel cell 2 and the motor 3 are in a maximum state (design state); in other states, the shaft power required by the aircraft propeller 6 is distributed by the engine and the motor 3 according to the highest comprehensive efficiency.

[0104] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0105] In addition, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise specifically limited.

[0106] In the present application, unless specifically defined otherwise, the terms "mount", "connected", "connecting", "fixed", "unfixed", and the like should be construed broadly, for example, can be fixed connection, can be detachable connection, or integral; can be mechanical connection, can be electrical connection; can be direct connection, can be indirect connection through an intermediate medium, can be internal communication of two elements or interaction relationship between two elements, unless specifically defined otherwise. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0107] In the present application, unless specifically defined otherwise, the first feature is "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the first feature is higher than the second feature in horizontal height. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the first feature is lower than the second feature in horizontal height.

[0108] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, different embodiments or examples described in the present application and the features of different embodiments or examples can be combined by those skilled in the art without contradiction.

[0109] Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A hydrogen-fueled hybrid turboprop engine, characterized in that, include: Fuel cell power unit, hydrogen turboprop engine (7) and propeller (6); The fuel cell power unit and the hydrogen turboprop engine (7) are respectively connected to the hydrogen fuel storage tank through pipelines; The fuel cell power unit and the hydrogen turboprop engine (7) are respectively connected to the propeller (6); Also includes: a shared reducer (5); One end of the common reducer (5) is connected to the propeller (6), and the other end is connected to the fuel cell power unit and the hydrogen turboprop engine (7) respectively. Also includes: clutch (4); The fuel cell power unit and the hydrogen turboprop engine (7) are respectively connected to the common reducer (5) via clutch (4); The hydrogen-fired turboprop engine (7) includes: an exhaust system, a combustion chamber, a compressor, and an intake system; One end of the exhaust device is connected to one end of the combustion chamber; The other end of the combustion chamber is connected to one end of the compressor; The other end of the compressor is connected to the air intake device; The hydrogen-fired turboprop engine (7) also includes: a hydrogen heat exchanger (9); The hydrogen heat exchanger (9) is installed inside the exhaust device, and one end is connected to a three-way valve through a pipeline; One end of the hydrogen fuel storage tank is connected to the first valve through a pipeline, and the first valve is connected to the hydrogen heat exchanger (9) through the first pipeline; The fuel cell power unit includes: an electric motor (3) and a hydrogen fuel cell (2). The hydrogen fuel cell (2) is located around the compressor casing and distributed around the compressor. The hydrogen inlet is connected to the first outlet of the three-way valve through a pipeline. The motor (3) has a cooler inside its casing. One end of the cooler is connected to the first valve through a second pipeline, and the other end is connected to the hydrogen heat exchanger (9). A second valve is installed on the second pipeline.

2. The hydrogen-powered hybrid turboprop engine according to claim 1, characterized in that, The hydrogen-powered turboprop engine (7) also includes: a generator (8); The generator (8) is connected to the compressor via a coupling.

3. The hydrogen-powered hybrid turboprop engine according to claim 1, characterized in that, The air inlet of the hydrogen fuel cell (2) is connected to the compressor through a third pipeline, and a third valve is installed on the third pipeline; The hydrogen exhaust port of the hydrogen fuel cell (2) is connected to the fuel main of the combustion chamber via a pipeline. The hydrogen fuel cell (2) is equipped with a preheater. One end of the preheater is connected to the second outlet of the three-way valve, and the other end is connected to the fuel main pipe of the combustion chamber through the fourth pipeline. A fourth valve is installed on the fourth pipeline.

4. The hydrogen-fueled hybrid turboprop engine according to claim 3, characterized in that, Also includes: Control system; The control system is connected to the electric motor (3), the generator (8), the first valve, the second valve, the third valve, the fourth valve, and the three-way valve, respectively.

5. The hydrogen-powered hybrid turboprop engine according to claim 4, characterized in that, Also includes: Power supply (1); One end of the power source (1) is connected to the hydrogen fuel cell (2), and the other end is connected to the electric motor (3), the generator (8), and the control system, respectively.

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