A ducted hydrogen pre-cooled fuel cell turbine combined engine

Abstract

The application provides a hydrogen pre-cooling fuel cell turbine combined engine. In the application, a tail nozzle is arranged at the rear part of an air inlet channel, a direct current motor, a compressor, a battery system and a direct current conversion device are sequentially arranged in the air inlet channel from front to rear, a motor shaft of the direct current motor is connected with the compressor through a connecting shaft, a fan is coaxially fixedly sleeved on the connecting shaft, the direct current motor is connected with the battery system through the direct current conversion device, and the cooling circulating oil conveying channel and the liquid hydrogen conveying channel are arranged in the air inlet channel. The application aims at solving the problems of high fuel consumption rate and high air pollution emission content of the traditional gas turbine aero-engine. The application belongs to the technical field of aviation propellers.

Description

Technical Field

[0001] This invention relates to a hydrogen pre-cooled fuel cell turbine combined engine, belonging to the field of aero-propulsion technology. Background Technology

[0002] Currently, aircraft propulsion systems have relatively low thermal efficiency and high fuel consumption, resulting in high nitrogen oxide emissions and causing serious environmental pollution. Therefore, developing new energy sources and designing new propulsion systems are important tasks at present.

[0003] Traditional gas turbine aircraft engines convert the chemical energy of fuel into mechanical energy to generate propulsion work, resulting in significant energy loss and an efficiency of only about 35%. During operation, the engine's internal temperature remains consistently high, making cooling a complex issue. This also leads to high costs, low durability, and extremely high fuel consumption at idle, resulting in low economic efficiency and some environmental pollution. In contrast, proton exchange membrane fuel cells (PEMFCs) are highly efficient energy conversion devices. They boast high efficiency, high power density, good environmental sustainability, and fast start-up, possessing significant commercial value and broad development prospects. They are considered a promising clean and efficient power generation technology for the 21st century. While PEMFCs have an efficiency of approximately 50%, high-temperature PEMFCs offer superior thermal and water management capabilities and lower technical costs compared to conventional PEMFCs. They convert the chemical energy of fuel into electrical energy, improving overall system efficiency. These cells use hydrogen as fuel, a green and environmentally friendly fuel that helps reduce pollutant emissions and is of great significance for environmental protection.

[0004] In traditional gas turbine engines, the compressor and turbine interact and restrict each other during operation, requiring a high degree of matching, which can affect engine performance, and performance under varying operating conditions is easily affected. Summary of the Invention

[0005] To address the issues of high fuel consumption and high air pollutant emissions in traditional aero engines, this invention proposes a ducted hydrogen pre-cooled fuel cell turbine combined engine.

[0006] The technical solution adopted by the present invention to solve the above problems is as follows: The present invention includes an air intake, a DC motor, a fan, a connecting shaft, a compressor, a battery system, a tail nozzle, a DC conversion device, a cooling circulating oil transport passage, and a liquid hydrogen transport passage;

[0007] The tail nozzle is located at the rear of the air intake. The DC motor, compressor, battery system and DC conversion device are arranged sequentially from front to back in the air intake. The DC motor shaft is connected to the compressor through a connecting shaft. The fan is coaxially fixed on the connecting shaft. The DC motor is connected to the battery system through the DC conversion device. The cooling circulating oil transport passage and the liquid hydrogen transport passage are located in the air intake.

[0008] Furthermore, a cooling oil delivery pump is provided; the cooling oil delivery pump is located at the front of the intake duct and below the connecting shaft, and is connected to the cooling oil circuit of the DC motor and DC converter.

[0009] Furthermore, the liquid hydrogen delivery path includes a liquid hydrogen delivery pump, a precooler, and an air / hydrogen heat exchanger; the liquid hydrogen delivery pump, precooler, and air / hydrogen heat exchanger are arranged sequentially from front to back in the air inlet duct, and are connected in sequence, with the compressor located in front of the precooler, the air / hydrogen heat exchanger located behind the compressor, and the liquid hydrogen delivery pump located above the connecting shaft.

[0010] Furthermore, the battery system includes wires, a heat exchanger, a compressor, a high-temperature proton exchange membrane fuel cell, a capillary tube, and a cooling channel. The high-temperature proton exchange membrane fuel cell is connected to a DC motor via wires. The heat exchanger is located outside the high-temperature proton exchange membrane fuel cell. The cooling channel is filled with refrigerant. The fluid in the cooling channel is first compressed by the compressor, then enters the heat exchanger to exchange heat with the air, and finally flows through the capillary tube for circulation. The compressor is driven by a DC motor.

[0011] Furthermore, the high-temperature proton exchange membrane fuel cell is composed of multiple battery stacks. The batteries in each stack are connected in parallel. Air and hydrogen enter the high-temperature proton exchange membrane fuel cell and are distributed to each battery, where an electrochemical reaction occurs to generate direct current.

[0012] The beneficial effects of this invention are:

[0013] 1. Compared with traditional gas turbine aero engines, this invention eliminates the turbine in its structure, thereby changing the working mode of the turbine driving the compressor; it uses DC power generated by a high-temperature proton exchange membrane fuel cell to drive a DC motor, which is connected to a DC converter and then connected to the compressor through a connecting shaft. When the compressor changes its working state, only the electric motor needs to be changed, thereby achieving decoupling of the compressor and turbine, solving the difficult problem of matching the compressor and turbine, making the operation more flexible and improving the efficiency of the system.

[0014] 2. This invention utilizes the advantages of high thermal efficiency and no polluting gas emissions of high-temperature proton exchange membrane fuel cells, thus solving the problems of high fuel consumption and high air pollutant emissions in traditional aircraft engines.

[0015] 3. The present invention eliminates the turbine in structure and uses a DC motor to drive the compressor and fan. The boost ratio and temperature ratio of the engine are no longer limited by the turbine power distribution and the turbine inlet temperature, thereby improving the engine power.

[0016] 4. This invention uses the nozzle as the main component for generating thrust, directly using the nozzle to accelerate the high-temperature gas and using the airflow reaction force to propel the aircraft. This eliminates the traditional combination of turbine and tail nozzle, reduces weight, and also solves the problem of mutual interference between the tail nozzle and turbine during operation. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention. Detailed Implementation

[0018] Specific implementation method one: Combining Figure 1 This embodiment describes a ducted hydrogen precooled fuel cell turbine combined engine, which includes an intake duct 1, a DC motor 2, a fan 3, a connecting shaft 4, a compressor 8, a battery system, a tail nozzle 15, a DC-DC converter 16, a cooling circulating oil transport passage, and a liquid hydrogen transport passage.

[0019] The tail nozzle 15 is located at the rear of the air intake duct 1. The DC motor 2, compressor 8, battery system and DC conversion device 16 are arranged sequentially from front to back in the air intake duct 1. The motor shaft of the DC motor 2 is connected to the compressor 8 through the connecting shaft 4. The fan 3 is coaxially fixedly mounted on the connecting shaft 4. The DC motor 2 is connected to the battery system through the DC conversion device 16. The cooling circulating oil transport passage and the liquid hydrogen transport passage are located in the air intake duct 1.

[0020] In this embodiment, the air is divided into two parts through the intake duct 1. One part is sent to the outer bypass duct tail nozzle 15 after exchanging heat with the high-temperature proton exchange membrane fuel cell 13. The other part passes through the precooler 6 containing liquid hydrogen and then enters the compressor 8 for compression. After compression, it enters the air / hydrogen heat exchanger 9 through the confluence channel and is finally sent to the high-temperature proton exchange membrane fuel cell system 13.

[0021] Specific Implementation Method Two: Combining Figure 1This embodiment describes a ducted hydrogen precooled fuel cell turbine combined engine. The cooling oil transport passage includes a cooling oil delivery pump 7. The cooling oil delivery pump 7 is located at the front of the intake duct 1 and below the connecting shaft 4. The cooling oil delivery pump 7 is connected to the cooling oil circuit of the DC motor 2 and the DC converter 16.

[0022] In this embodiment, the cooling oil flows through the cooling oil delivery pump 7, through the DC motor 2 connected to the compressor 8, the DC motor 2 connected to the fan 3, and the DC converter 16, and is finally sent back to the cooling oil delivery pump 7 for circulation.

[0023] The DC motor 2 requires cooling during operation and has two cooling modes that can be switched arbitrarily by a switch. In the first mode, the cooling oil pumped by the cooling oil transfer pump 7 exchanges heat with the liquid hydrogen pumped by the liquid hydrogen transfer pump 5, and then flows through the housing of the DC motor 2 and the housing of the DC converter 16 to lower its operating temperature. In the second mode, the liquid hydrogen pumped by the liquid hydrogen transfer pump 5 flows through the housing of the DC motor 2 and the housing of the DC converter 16 to directly cool them. The engine cooling system is a comprehensive oil cooling system, in which the cooling oil can also be used to cool the DC converter 16.

[0024] The other components and connections are the same as in Specific Implementation Method 1.

[0025] Specific implementation method three: Combining Figure 1 This embodiment describes a ducted hydrogen precooled fuel cell turbine combined engine. The liquid hydrogen delivery path includes a liquid hydrogen delivery pump 5, a precooler 6, and an air / hydrogen heat exchanger 9. The liquid hydrogen delivery pump 5, precooler 6, and air / hydrogen heat exchanger 9 are arranged sequentially from front to back in the intake duct and are connected in sequence. The compressor 8 is located in front of the precooler 6, the air / hydrogen heat exchanger 9 is located behind the compressor 8, and the liquid hydrogen delivery pump 5 is located above the connecting shaft 4.

[0026] In this embodiment, the incoming air and liquid hydrogen exchange heat through the precooler 6, achieving an initial increase in the temperature of the liquid hydrogen. The liquid hydrogen flows through the precooler 6 via the liquid hydrogen transfer pump 5 and then enters the air / hydrogen heat exchanger 9. It is then sent to the battery system through the diversion channel, where the liquid hydrogen reacts with the air inside the battery system. The air / hydrogen heat exchanger 9 has a shell-and-tube structure, which allows for efficient heat exchange between the simultaneously introduced air and hydrogen.

[0027] The other components and connections are the same as in Specific Implementation Method 1.

[0028] Specific implementation method four: Combination Figure 1This embodiment describes a ducted hydrogen pre-cooled fuel cell turbine combined engine whose battery system includes wires 10, a heat exchanger 11, a compressor 12, a high-temperature proton exchange membrane fuel cell 13, a capillary tube 14, and a cooling channel. The high-temperature proton exchange membrane fuel cell 13 is connected to a DC motor 2 via wires 10. The heat exchanger 11 is located outside the high-temperature proton exchange membrane fuel cell 13. The cooling channel is filled with refrigerant. The fluid in the cooling channel is first compressed by the compressor 12, then enters the heat exchanger 11 to exchange heat with the air, and finally circulates through the capillary tube 14. The compressor 12 is driven by the DC motor 2. Other components and connections are the same as in specific embodiment one.

[0029] Specific Implementation Method Five: Combining Figure 1 This embodiment describes a high-temperature proton exchange membrane fuel cell 13 of a ducted hydrogen precooled fuel cell turbine combined engine, which is composed of multiple battery stacks. The batteries in each battery stack are connected in parallel. Air and hydrogen enter the high-temperature proton exchange membrane fuel cell 13 and are distributed to each battery, where an electrochemical reaction occurs to generate direct current.

[0030] The high-temperature proton exchange membrane fuel cell 13 also includes a cathode channel, an anode channel, and a membrane electrode, wherein the membrane electrode is located between the cathode channel and the anode channel.

[0031] Liquid hydrogen flows through the liquid hydrogen transfer pump 5 and the precooler 6, where it exchanges heat with the cooling oil before entering the air / hydrogen heat exchanger 9 and being sent to the anode channel of the high-temperature proton exchange membrane fuel cell 13 system through the diversion channel.

[0032] The air delivery path is that the air is divided into two parts through the intake duct 1. One part passes through the outer bypass duct and exchanges heat with the exhaust gas of the high-temperature proton exchange membrane fuel cell 13 before being sent to the outer bypass duct tail nozzle 15. The other part passes through the heat exchanger with liquid hydrogen and then enters the compressor 8 for compression before passing through the confluence channel into the air / hydrogen heat exchanger and finally being sent to the cathode channel of the high-temperature proton exchange membrane fuel cell 13 system.

[0033] The other components and connections are the same as in Specific Implementation Method Four.

[0034] Work process

[0035] Air from the atmosphere enters the intake duct 1, where it is initially propelled by a fan 3 driven by a DC motor 2 via a connecting shaft 4. The incoming air is divided into two parts: one part first flows across the precooler 6 and exchanges heat with the liquid hydrogen pumped from the liquid hydrogen transfer pump 5, thus lowering the air temperature and initially raising the liquid hydrogen temperature; the other part flows through the outer bypass duct and exchanges heat with the high-temperature proton exchange membrane fuel cell 13 before being accelerated and ejected through the tail nozzle 15. The air flowing across the precooler 6 is compressed by the compressor 8 and then introduced together with the hydrogen passing through the precooler 6. An air / hydrogen heat exchanger 9 further facilitates heat exchange. The heated air is then introduced into the cathode channel of the high-temperature proton exchange membrane fuel cell 13, while hydrogen is introduced into the anode channel. At this point, the high-temperature proton exchange membrane fuel cell 13 undergoes an electrochemical reaction with hydrogen as the cathode reactant and air as the anode reactant, resulting in electron transfer and the generation of direct current (DC). This DC voltage is then adjusted by a DC-DC converter 16 and finally transmitted to a DC motor 2 via a wire 10, ensuring stable operation and converting electrical energy into mechanical energy. The DC motor 2 is connected to the compressor 8 and fan 3 via a connecting shaft 4, driving the compressor 8 and fan 3 to compress the air. The high-temperature exhaust gas and unreacted gas generated by the high-temperature proton exchange membrane fuel cell 13 are accelerated together through the tail nozzle 15, and the high-speed airflow is expelled into the atmosphere. The reaction force generated by this airflow ultimately propels the aircraft.

[0036] Working principle

[0037] This invention does not use the traditional turbine-driven compressor operation. Instead, it utilizes the electrical energy from a high-temperature proton exchange membrane fuel cell to directly drive the compressor and fan via an electric motor, thus decoupling the compressor and turbine and changing this complex matching process. Traditional aero engines mainly rely on turbine expansion to convert the internal energy of the combustion gas into mechanical energy, which is then used to accelerate the combustion gas through the tail nozzle to generate thrust or output power through a power turbine to achieve aircraft propulsion. For jet-powered thrust engines, the tail nozzle and turbine can provide the same function to a certain extent in terms of propulsion. Therefore, after solving the compressor-driven problem, it is possible to completely eliminate the turbine and use the tail nozzle as the main power-generating component to accelerate the airflow and generate thrust, thereby improving the overall efficiency of the system.

[0038] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent substitutions, and improvements made to the above embodiments without departing from the scope of the present invention, based on the technical essence of the present invention and within the spirit and principles of the present invention, shall still fall within the protection scope of the present invention.

Claims

1. A ducted hydrogen pre-cooled fuel cell turbine combined engine, characterized in that: The aforementioned ducted hydrogen precooled fuel cell turbine combined engine includes an intake duct (1), a DC motor (2), a fan (3), a connecting shaft (4), a compressor (8), a battery system, a tail nozzle (15), a DC converter (16), a cooling circulating oil transport passage, and a liquid hydrogen transport passage. The tail nozzle (15) is located at the rear of the air intake (1). The DC motor (2), compressor (8), battery system and DC conversion device (16) are arranged in the air intake (1) from front to back. The motor shaft of the DC motor (2) is connected to the compressor (8) through the connecting shaft (4). The fan (3) is coaxially fixed on the connecting shaft (4). The DC motor (2) is connected to the battery system through the DC conversion device (16). The cooling circulating oil transport passage and the liquid hydrogen transport passage are arranged in the air intake (1). The cooling oil circulation passage includes a cooling oil delivery pump (7); the cooling oil delivery pump (7) is located at the front of the air intake (1) and below the connecting shaft (4); the cooling oil delivery pump (7) is connected to the cooling oil circuit of the DC motor (2) and the DC converter (16). The liquid hydrogen transport path includes a liquid hydrogen transport pump (5), a precooler (6), and an air / hydrogen heat exchanger (9); the liquid hydrogen transport pump (5), the precooler (6), and the air / hydrogen heat exchanger (9) are arranged in the air inlet from front to back, and the liquid hydrogen transport pump (5), the precooler (6), and the air / hydrogen heat exchanger (9) are connected in sequence. The compressor (8) is located in front of the precooler (6), the air / hydrogen heat exchanger (9) is located behind the compressor (8), and the liquid hydrogen transport pump (5) is located above the connecting shaft (4). The battery system includes wires (10), heat exchangers (11), compressors (12), high-temperature proton exchange membrane fuel cells (13), capillaries (14), and cooling channels. The high-temperature proton exchange membrane fuel cells (13) are connected to a DC motor (2) via wires (10). The heat exchangers (11) are located on the outside of the high-temperature proton exchange membrane fuel cells (13). The cooling channels are filled with refrigerant. The fluid in the cooling channels is first compressed by the compressor (12), then enters the heat exchangers (11) to exchange heat with the air, and finally flows through the capillaries (14) for circulation. The compressor (12) is driven by the DC motor (2).

2. The ducted hydrogen pre-cooled fuel cell turbine combined engine according to claim 1, characterized in that: The high-temperature proton exchange membrane fuel cell (13) is composed of multiple battery stacks. The batteries in each battery stack are connected in parallel. Air and hydrogen enter the high-temperature proton exchange membrane fuel cell (13) and are distributed to each battery, where an electrochemical reaction occurs to generate direct current.

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