A multi-electric integrated energy system for a blended wing body aircraft

Abstract

The present invention provides a multi-electric integrated energy system for a blended wing body aircraft, belonging to the fields of aircraft propulsion and energy. The present invention solves the problem of multi-condition design. In the multi-electric integrated energy system, there is not only the traditional central line energy power system (No. 2 aviation kerosene storage tank, No. 2 electric pump, No. 5 diverter, No. 6 diverter, turbine and No. 2 combustion chamber), but also other energy power systems and energy power systems symmetric with the wings. Therefore, during takeoff, by injecting a large amount of fuel into the gas turbine channel, the temperature before the nozzle inlet can be increased, and it can reach 2200K. When the present invention is in the cruise condition, the ducted fan can be driven by the fuel cell, mainly outputting propulsion work to achieve a low fuel consumption rate. The present invention adopts a variety of high power density technical means. The reformer and the membrane separation reformer are integrated. Compared with the traditional fuel cell, the power density of the fuel cell in this system can be increased by more than 80%.

Description

Technical Field

[0001] The present invention belongs to the fields of aircraft propulsion and energy, and particularly relates to a multi-electric integrated energy system for a blended wing body aircraft. Background Art

[0002] Currently, the commonly used aircraft engines are mainly gas turbine engines and internal combustion engines. Large civil airliners are all equipped with high-bypass turbofan engines to minimize the fuel consumption rate of the aircraft; medium-sized regional airliners also mainly use turbofan engines; from the perspective of power matching, small commuter aircraft can choose turbocharged internal combustion engines. With the implementation of energy conservation and emission reduction tasks in various countries and the requirements for special missions such as long endurance, aircraft powered by solar energy, fuel cells, batteries, etc. have received extensive attention. However, these new energy aircraft have problems such as low energy density or low power density. Therefore, under the existing technical conditions, the existing aircraft propulsion systems cannot be widely applied. So, people have started to research hybrid power systems.

[0003] A hybrid power system is composed of multiple power systems such as internal combustion engines, batteries, fuel cells, etc. Initially, the concept of a hybrid power system originated from automotive engines, which mainly combines an internal combustion engine (or diesel engine), a battery, and an electric motor. In the field of aero engines, the hybrid field also refers to a propulsion system in which a turbine engine (or internal combustion engine) is coupled with a battery and an electric motor. With the development of science and technology, fuel cells have made great progress in terms of lifespan, reliability, etc. Thus, a system combining a fuel cell and a battery has been proposed, which is called a hybrid system by people. Due to the low power density of fuel cells, the low energy density of batteries, and generally, the need for fuels such as hydrogen and methanol for fuel cells, with a low volume energy density, these disadvantages limit the development of fuel cell-battery hybrid systems.

[0004] With the progress of high-temperature fuel cells, institutions such as NASA, Boeing, DLR, and JAXA have shifted their research focus to systems combining high-temperature fuel cells and turbine engines, which are also called hybrid power systems. From the above discussion, it can be seen that the term "hybrid power system" is very general. Before there is a unified understanding in scientific research and the industrial community, the hybrid power system still has a large degree of ambiguity. The hybrid power systems studied by institutions such as NASA have a small configuration difference from the ground fuel cell gas turbine hybrid power system, mainly that the fuel is replaced by aviation kerosene or hydrogen or methane. Therefore, the advantages and disadvantages of the ground fuel cell gas turbine hybrid power system also exist in the aviation fuel cell gas turbine hybrid power system. Disadvantages include low power density, many components, low reliability, and the fuel cell being too large in volume and weight. Under the current domestic fuel cell technology level, in the short term, the manufactured fuel cell gas turbine hybrid system is very large and it is difficult to meet the aircraft's requirements for the engine in terms of compactness, fuel consumption rate, etc.

[0005] Most existing large civil aircraft and regional aircraft adopt a twin-engine propulsion system layout. If the bypass ratio cannot be increased, the fuel efficiency is greatly limited. After the aircraft adopts distributed symmetric propulsion, the lift-to-drag ratio will be improved. At this time, the aircraft engine is decoupled from the propulsion system, and the engine becomes an independent power generation system. Therefore, the power generation system of the wing-body blended distributed propulsion system has become a research hotspot.

[0006] The currently proposed gas turbine power generation system and fuel cell gas turbine hybrid power generation system have the following problems: 1. If the gas turbine power generation method is adopted, the generator is extremely heavy, and the thermal efficiency of the gas turbine engine is affected by factors such as the turbine inlet temperature and pressure ratio. Compared with the original high-bypass ratio turbofan engine, the fuel consumption rate does not decrease significantly, and the energy-saving effect is small; 2. If the currently proposed fuel cell gas turbine hybrid power generation system is used as the wing-body blended distributed propulsion system, there are problems such as the extremely large weight of the fuel cell, which increases the takeoff weight of the aircraft. Due to the increase in payload, the fuel consumption of the aircraft may increase compared with the original aircraft; 3. In the electric propulsion system, it is difficult to greatly change the propulsion power. Therefore, if designed with the cruise power, the takeoff power of the aircraft is insufficient and it may not be able to take off normally. If designed with the takeoff power, the power is excessive under the cruise conditions of the aircraft, so there is a situation where the engine occupies a large fuselage load and the full advantages of distributed propulsion cannot be exerted; 4. During the power regulation process, the conventional gas turbine power generation method requires a battery with a large weight, which increases the fuselage weight and reduces the effective payload. Summary of the Invention

[0007] In view of this, in order to solve the technical problems mentioned in the above background technology, the present invention proposes a multi-electric integrated energy system for a wing-body blended aircraft. The present invention has successfully overcome the above technical problems and for the first time in the world proposes a multi-electric integrated energy system applied to the wing-body blended layout.

[0008] To achieve the above object, the present invention adopts the following technical solutions: A multi-electric integrated energy system for a wing-body blended aircraft, including a low-pressure compressor, a high-pressure compressor, a first diverter, a first blower, a second diverter, a second blower, a first high-temperature atomizer, a second high-temperature atomizer, a third diverter, a fourth diverter, a first electric pump, a first aviation kerosene tank, a second aviation kerosene tank, a second electric pump, a fifth diverter, a turbine generator, a second combustion chamber, a third nozzle, a seventh diverter, an eighth diverter, a third blower, a third high-temperature atomizer, a fourth high-temperature atomizer, a ninth diverter 40, a fourth blower, a first reforming branch line, a second reforming branch line, a third reforming branch line, a fourth reforming branch line, a first electric branch line, a second electric branch line, a third electric branch line, a fourth electric branch line,

[0009] The low-pressure compressor, high-pressure compressor, fourth diverter, first electric pump, first aviation kerosene storage tank, second aviation kerosene storage tank, second electric pump, fifth diverter, turbine engine, second combustion chamber, and third nozzle are connected in sequence. The high-pressure compressor, third diverter, first high-temperature atomizer, and first reforming branch line are connected in sequence. The high-pressure compressor, third diverter, second high-temperature atomizer, and second reforming branch line are connected in sequence. The high-pressure compressor, eighth diverter, fourth high-temperature atomizer, and third reforming branch line are connected in sequence. The high-pressure compressor, eighth diverter, third high-temperature atomizer, and fourth reforming branch line are connected in sequence. The low-pressure compressor, first diverter, and high-pressure compressor are connected in sequence. The first diverter, first blower, second diverter, second blower, and second reforming branch line are connected in sequence. The low-pressure compressor, seventh diverter, third blower, ninth diverter, and third reforming branch line are connected in sequence. The ninth diverter, fourth blower, and fourth reforming branch line are connected;

[0010] The first reforming branch line and the third reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, a combustion chamber, and a nozzle connected in sequence. The second reforming branch line and the fourth reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, and a nozzle. The membrane separation reformers of the first reforming branch line and the second reforming branch line are respectively connected to the first electric branch line. The membrane separation reformers of the third reforming branch line and the fourth reforming branch line are respectively connected to the third electric branch line. The first electric branch line and the third electric branch line are respectively connected to the second electric branch line and the fourth electric branch line. The first electric branch line, the second electric branch line, the third electric branch line, and the fourth electric branch line have the same structure, including a motor and a ducted fan connected in sequence.

[0011] Furthermore, the fifth diverter is respectively connected to the sixth diverter and the combustion chamber of the third reforming branch line.

[0012] Furthermore, the sixth diverter is respectively connected to the combustion chamber of the third reforming branch line and the second combustion chamber 29.

[0013] Furthermore, the membrane separation reformers of the first reforming branch line and the second reforming branch line are connected.

[0014] Furthermore, the membrane separation reformers of the third reforming branch line and the fourth reforming branch line are connected.

[0015] Furthermore, the motor of the first electric branch line is connected to the motor of the second electric branch line.

[0016] Furthermore, the motor of the third electric branch line and the motor of the fourth electric branch line are connected.

[0017] Furthermore, the working medium in the upper cooling channel of the membrane separation reformer in the second reforming branch line and the fourth reforming branch line enters the cathode of the fuel cell, and the lower reforming reaction gas enters the anode of the fuel cell. The electricity generated by the fuel cell drives the motor to drive the propeller.

[0018] Furthermore, the fuel cell exhaust gas in the first reforming branch line and the third reforming branch line enters the combustion chamber, a combustion reaction occurs in the combustion chamber, and the combustion chamber exhaust gas enters the nozzle to output propulsion work.

[0019] Furthermore, the membrane separation reformer has a cylindrical layered structure, with a heat insulation layer on the outermost layer, and the cooling diffusion channel, oxidation channel, and reforming reactor are arranged in sequence from the outside to the inside.

[0020] Furthermore, the No. 1 electric pump is connected to the turbine engine.

[0021] Compared with the prior art, the beneficial effects of the multi-electric integrated energy system for a blended wing body aircraft described in the present invention are as follows:

[0022] 1. The present invention solves the design problem of multiple working conditions. In the multi-electric integrated energy system, there is not only the traditional midline energy power system (No. 2 aviation kerosene storage tank, No. 2 electric pump, No. 5 diverter, No. 6 diverter, turbine, and No. 2 combustion chamber), but also other energy power systems and symmetric energy power systems on the wings. Therefore, during takeoff, a large amount of fuel can be injected into the gas turbine channel to increase the temperature before the nozzle inlet, which can reach 2200K. During the cruise condition, the fuel cell can drive the ducted fan to mainly output propulsion work to achieve a low fuel consumption rate.

[0023] 2. The multi-electric integrated energy system described in the present invention adopts a variety of high power density technical means. The integrated reformer and membrane separation reformer can increase the power density of the fuel cell in the system by more than 80% compared with traditional fuel cells.

[0024] 3. The multi-electric integrated energy system described in the present invention can use a dual-fuel system or only use hydrogen, methane, methanol, aviation kerosene, etc. It is not necessary for the whole system to use hydrogen fuel, which reduces the logistics support pressure compared with the previous hybrid electric system.

[0025] 4. The present invention adjusts the air flow rates entering the main gas turbine channel and the fuel cell channel according to the gas path ratio divided by the main compressor, thereby restricting the power and size of the fuel cell. Therefore, under different fuel cell technology levels, this scheme can be verified. If the power density of the fuel cell is small, the air flow rate entering the fuel cell channel can be adjusted to decrease. With the progress of the national fuel cell level, the proportion of the fuel cell power can be increased. This scheme has power scalability and is relatively easy to meet the principle prototype verification and flight test. Brief Description of the Drawings

[0026] The drawings forming a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0027] Figure 1 is a schematic diagram of the multi-electric integrated energy system for a blended wing body aircraft according to the present invention;

[0028] Figure 2 is a schematic structural diagram of the membrane separation reformer according to the present invention;

[0029] In the figure: 1 - low-pressure compressor, 2 - high-pressure compressor, 3 - first diverter, 4 - first blower, 5 - second diverter, 6 - second blower, 7 - first motor, 8 - first ducted fan, 9 - second motor, 10 - second ducted fan, 11 - first membrane separation reformer, 12 - first fuel cell, 13 - first nozzle, 14 - first high-temperature atomizer, 15 - second high-temperature atomizer, 16 - second membrane separation reformer, 17 - second fuel cell, 18 - first combustion chamber, 19 - second nozzle, 20 - third diverter, 21 - fourth diverter, 22 - first electric pump, 23 - first aviation kerosene tank, 24 - second aviation kerosene tank, 25 - second electric pump, 26 - fifth diverter, 27 - sixth diverter, 28 - turbine engine, 29 - second combustion chamber, 30 - third nozzle, 31 - seventh diverter, 32 - eighth diverter, 33 - third blower, 34 - third high-temperature atomizer, 35 - fourth high-temperature atomizer, 36 - third membrane separation reformer, 37 - third fuel cell, 38 - third combustion chamber, 39 - fourth nozzle, 40 - ninth diverter, 41 - fourth blower, 42 - fourth membrane separation reformer, 43 - fourth fuel cell, 44 - fifth nozzle, 45 - third motor, 46 - third ducted fan, 47 - fourth motor, 48 - fourth ducted fan, 49 - cooling diffusion channel, 50 - oxidation channel, 51 - reforming reactor. Detailed Description of the Preferred Embodiments

[0030] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It should be noted that, without conflict, the embodiments and features in the embodiments of the present invention may be combined with each other. The described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0031] See Figure 1Description of this embodiment: A multi-electric integrated energy system for a blended wing body aircraft. The system mainly includes a kerosene tank, an atomizer, a shunt, a compressor, a combustion chamber, a turbine, a nozzle, a membrane separation reformer, a high-temperature fuel cell, an electric motor, and a ducted fan. The low-pressure compressor 1, the high-pressure compressor 2, the fourth shunt 21, the first electric pump 22, the first aviation kerosene tank 23, the second aviation kerosene tank 24, the second electric pump 25, the fifth shunt 26, the turbofan engine 28, the second combustion chamber 29, and the third nozzle 30 are connected in sequence, and the first electric pump 22 is connected to the turbofan engine 28.

[0032] The high-pressure compressor 2, the third shunt 20, the first high-temperature atomizer 14, and the first reforming branch line are connected in sequence. The high-pressure compressor 2, the third shunt 20, the second high-temperature atomizer 15, and the second reforming branch line are connected in sequence. The high-pressure compressor 2, the eighth shunt 32, the fourth high-temperature atomizer 35, and the third reforming branch line are connected in sequence. The high-pressure compressor 2, the eighth shunt 32, the third high-temperature atomizer 34, and the fourth reforming branch line are connected in sequence. The low-pressure compressor 1, the first shunt 3, and the high-pressure compressor 2 are connected in sequence. The first shunt 3, the first blower 4, the second shunt 5, the second blower 6, and the second reforming branch line are connected in sequence. The low-pressure compressor 1, the seventh shunt 31, the third blower 33, the ninth shunt 40, and the third reforming branch line are connected in sequence. The ninth shunt 40, the fourth blower 41, and the fourth reforming branch line are connected in sequence.

[0033] The first reforming branch line and the third reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, a combustion chamber, and a nozzle connected in sequence. The second reforming branch line and the fourth reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, and a nozzle. The membrane separation reformers of the first reforming branch line and the second reforming branch line are respectively connected to the first electric branch line. The membrane separation reformers of the third reforming branch line and the fourth reforming branch line are respectively connected to the third electric branch line. The first electric branch line and the third electric branch line are respectively connected to the second electric branch line and the fourth electric branch line. The first electric branch line, the second electric branch line, the third electric branch line, and the fourth electric branch line have the same structure, including an electric motor and a ducted fan connected in sequence.

[0034] The fifth shunt 26 is respectively connected to the sixth shunt 27 and the combustion chamber of the third reforming branch line.

[0035] The sixth shunt 27 is respectively connected to the combustion chamber of the third reforming branch line and the second combustion chamber 29.

[0036] The membrane separation reformers of the first reforming branch line and the second reforming branch line are connected.

[0037] The membrane separation reformer of the third reforming branch line is connected to the membrane separation reformer of the fourth reforming branch line.

[0038] The motor of the first electric branch line is connected to the motor of the second electric branch line. The motor of the third electric branch line is connected to the motor of the fourth electric branch line.

[0039] The specific operation process of the multi-electric integrated energy system for the blended wing body aircraft:

[0040] The fuel in the No. 1 aviation kerosene tank 23 is compressed by the No. 1 electric pump 22, and part of the fuel is diverted into the No. 2 combustion chamber 29 of the turbine engine 28, and part of the fuel enters the No. 2 membrane separation reformer 16 and the No. 3 membrane separation reformer 36. A certain amount of air is taken from the low-pressure compressor 1 and the high-pressure compressor 2 at the low-pressure stage and enters the cooling diffusion chambers (top layer and bottom layer) of the membrane separation reformer, and the remaining air enters the No. 2 combustion chamber 29 of the mid-line power system. Oxygen can pass through the membrane separation reformer while nitrogen is isolated, so only oxygen participates in the oxidation channel 50 of the reformer and no nitrogen participates.

[0041] The working medium in the upper cooling diffusion channel 49 of the membrane separation reformers of the second reforming branch line and the fourth reforming branch line enters the cathode of the fuel cell, and the lower reforming reaction gas enters the anode of the fuel cell. The electricity generated by the fuel cell drives the motor to drive the propeller.

[0042] The fuel cell tail gas of the first reforming branch line and the third reforming branch line enters the combustion chamber, a combustion reaction occurs in the combustion chamber, and the combustion chamber tail gas enters the nozzle to output propulsion work. The combustion chamber tail gas in the turbine engine 28 enters the tail nozzle to output propulsion work.

[0043] The propulsion system includes 9 propulsion modes, including 4 ducted fans, 4 fuel cell nozzles, and 1 gas turbine main nozzle.

[0044] There are a total of 7 fuel paths and a total of 5 air paths.

[0045] Among them, the fuel paths include:

[0046] The first one: Part of the fuel in the No. 1 aviation kerosene tank 23 and the No. 2 aviation kerosene tank 24 is compressed by the No. 2 electric pump 25, and the fuel is diverted through the No. 5 diverter 26 and the No. 6 diverter 27 into the No. 2 combustion chamber 29, the No. 1 combustion chamber 18 and the No. 3 combustion chamber 38 of the turbine engine 28.

[0047] Article 2: Part of the fuel in the No. 1 aviation kerosene storage tank 23 and the No. 2 aviation kerosene storage tank 24 is compressed by the No. 1 electric pump 22, and then the fuel is split by the No. 4 diverter 21 and the No. 3 diverter 20 and enters the reforming reactor 51 of the No. 2 membrane separation reformer 16 and the reforming reactor 51 of the No. 1 membrane separation reformer 11.

[0048] Article 3: Part of the fuel in the No. 1 aviation kerosene storage tank 23 and the No. 2 aviation kerosene storage tank 24 is compressed by the No. 1 electric pump 22, and then the fuel is split by the No. 4 diverter 21 and the No. 8 diverter 32 and enters the reforming reactor 51 of the No. 3 membrane separation reformer 36 and the reforming reactor 51 of the No. 4 membrane separation reformer 42.

[0049] Article 4: Part of the air is drawn in by the low-pressure compressor 1 and the high-pressure compressor 2 and enters the cooling diffusion channel 49 of the membrane separation reformer, and the other part of the air enters the No. 2 combustion chamber 29;

[0050] Article 5: The No. 1 membrane separation reformer 11, the No. 2 membrane separation reformer 16, the No. 3 membrane separation reformer 36 and the No. 4 membrane separation reformer 42 are respectively equipped with cooling diffusion channels 49;

[0051] Article 6: The combustion exhaust gas in the turbine engine 28 enters the No. 2 combustion chamber 29 and burns again and then enters the No. 3 nozzle 30;

[0052] Article 7: The turbine engine 28 drives the compressor, and the No. 3 nozzle 30 outputs propulsion work.

[0053] The air path includes:

[0054] Article 1: The compressed air generated by the low-pressure compressor 1 and the high-pressure compressor 2 is sent to the cooling diffusion channel 49 of the No. 2 membrane separation reformer 16 through the No. 1 blower 4;

[0055] Article 2: The compressed air generated by the low-pressure compressor 1 and the high-pressure compressor 2 is sent to the cooling diffusion channel 49 of the No. 1 membrane separation reformer 11 through the No. 2 blower 6;

[0056] Article 3: The compressed air generated by the low-pressure compressor 1 and the high-pressure compressor 2 is sent to the cooling diffusion channel 49 of the No. 3 membrane separation reformer 36 through the No. 3 blower 33;

[0057] Article 4: The compressed air generated by the low-pressure compressor 1 and the high-pressure compressor 2 is sent to the cooling diffusion channel 49 of the No. 4 membrane separation reformer 42 through the No. 4 blower 41;

[0058] Article 5: The compressed air generated by the low-pressure compressor 1 and the high-pressure compressor 2 is sent to the No. 2 combustion chamber 29 through the turbine engine 28.

[0059] The membrane separation reformer has a circular barrel layout structure, with a thermal insulation layer on the outermost layer. The cooling diffusion channel 49, the oxidation channel 50, and the reforming reactor 51 are arranged in sequence from the outside to the inside.

[0060] The compressor has an air intake shunt device, which takes a part of the gas after the low-pressure stage. The pressure of this part of the gas is increased and then supplied to the cooling diffusion channel 49 of the membrane separation reformer.

[0061] The flanking energy propulsion system is symmetrically arranged.

[0062] The low-temperature air can flow through the motor for heat exchange to reduce the surface temperature of the motor.

[0063] The embodiments of the present invention disclosed above are only used to help illustrate the present invention. The embodiments do not describe all the details in detail, nor do they limit the invention to the specific embodiments described. According to the content of this specification, many modifications and changes can be made. These embodiments are selected and specifically described in this specification to better explain the principle and practical application of the present invention, so that those skilled in the art can understand and utilize the present invention well.

Claims

1. A multi-electric integrated energy system for a blended wing body aircraft, characterized in that: including a low-pressure compressor (1), a high-pressure compressor (2), a first diverter (3), a first blower (4), a second diverter (5), a second blower (6), a first high-temperature atomizer (14), a second high-temperature atomizer (15), a third diverter (20), a fourth diverter (21), a first electric pump (22), a first aviation kerosene tank (23), a second aviation kerosene tank (24), a second electric pump (25), a fifth diverter (26), a turbine engine (28), a second combustion chamber (29), a third nozzle (30), a seventh diverter (31), an eighth diverter (32), a third blower (33), a third high-temperature atomizer (34), a fourth high-temperature atomizer (35), a ninth diverter (40), a fourth blower (41), a first reforming branch line, a second reforming branch line, a third reforming branch line, a fourth reforming branch line, a first electric branch line, a second electric branch line, a third electric branch line, a fourth electric branch line, The low-pressure compressor (1), the high-pressure compressor (2), the fourth diverter (21), the first electric pump (22), the first aviation kerosene tank (23), the second aviation kerosene tank (24), the second electric pump (25), the fifth diverter (26), the turbine engine (28), the second combustion chamber (29) and the third nozzle (30) are connected in sequence, and the first electric pump (22) is connected to the turbine engine (28); The high-pressure compressor (2), the third diverter (20), the first high-temperature atomizer (14) and the first reforming branch line are connected in sequence, the high-pressure compressor (2), the third diverter (20), the second high-temperature atomizer (15) and the second reforming branch line are connected in sequence, the high-pressure compressor (2), the eighth diverter (32), the fourth high-temperature atomizer (35) and the third reforming branch line are connected in sequence, the high-pressure compressor (2), the eighth diverter (32), the third high-temperature atomizer (34) and the fourth reforming branch line are connected in sequence, the low-pressure compressor (1), the first diverter (3) and the high-pressure compressor (2) are connected in sequence, the first diverter (3), the first blower (4), the second diverter (5), the second blower (6) and the second reforming branch line are connected in sequence, the low-pressure compressor (1), the seventh diverter (31), the third blower (33), the ninth diverter (40) and the third reforming branch line are connected in sequence, and the ninth diverter (40), the fourth blower (41) and the fourth reforming branch line are connected in sequence; The first reforming branch line and the third reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, a combustion chamber, and a nozzle connected in sequence. The second reforming branch line and the fourth reforming branch line are symmetrically distributed and have the same structure, including a membrane separation reformer, a fuel cell, and a nozzle. The membrane separation reformers of the first reforming branch line and the second reforming branch line are respectively connected to the first electric branch line, and the membrane separation reformers of the third reforming branch line and the fourth reforming branch line are respectively connected to the third electric branch line. The first electric branch line and the third electric branch line are respectively connected to the second electric branch line and the fourth electric branch line. The first electric branch line, the second electric branch line, the third electric branch line, and the fourth electric branch line have the same structure, including a motor and a ducted fan connected in sequence.

2. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The fifth diverter (26) is respectively connected to the sixth diverter (27) and the combustion chamber of the third reforming branch line.

3. The multi-electric integrated energy system for a blended wing body aircraft according to claim 2, wherein: The sixth diverter (27) is respectively connected to the combustion chamber of the third reforming branch line and the second combustion chamber (29).

4. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, wherein: The membrane separation reformers of the first reforming branch line and the second reforming branch line are connected.

5. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The motor of the first electric branch line is connected to the motor of the second electric branch line.

6. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The motor of the third electric branch line and the motor of the fourth electric branch line are connected.

7. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: For the second reforming branch line and the fourth reforming branch line, the working medium in the upper cooling channel of the membrane separation reformer enters the cathode of the fuel cell, and the lower reforming reaction gas enters the anode of the fuel cell. The electricity generated by the fuel cell drives the motor to drive the propeller.

8. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The fuel cell exhaust gas of the first reforming branch line and the third reforming branch line enters the combustion chamber, a combustion reaction occurs in the combustion chamber, and the combustion chamber exhaust gas enters the nozzle to output propulsion work.

9. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The membrane separation reformer has a cylindrical layered structure, with a thermal insulation layer on the outermost layer, and is composed of a cooling diffusion channel (49), an oxidation channel (50), and a reforming reactor (51) arranged in sequence from the outside to the inside.

10. The multi-electric integrated energy system for a blended wing body aircraft according to claim 1, characterized in that: The first electric pump (22) is connected to the turbine engine (28).

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