Nuclear-thermal hybrid propulsion system and aircraft

Abstract

The application relates to the technical field of aviation power systems, and particularly discloses a nuclear heat-electric hybrid propulsion system and an aircraft, wherein the propulsion system comprises a reactor system, a nuclear heat exchanger, a pump, an air inlet, a compressor, a turbine, a nozzle, an electric machine, an electric power management unit and a storage battery; the reactor system comprises a pressure container, a reactor and a control rod. When the aircraft is in a take-off and climbing state, a nuclear energy-electric hybrid propulsion mode is adopted; when the aircraft is in a cruising state, a pure nuclear energy propulsion mode is adopted. The application solves the problem that the existing pure nuclear energy propulsion scheme has low power density, potential nuclear element leakage risk and weak variable working condition capacity, leading to actual application difficulties; through the introduction of a high-power-density electric propulsion technical scheme, the power-to-weight ratio of the system is improved, the cruising time of the aircraft is significantly prolonged, and high safety and certain maneuverability are ensured.

Description

Technical Field

[0001] This invention relates to the field of aviation propulsion system technology, and more specifically to a nuclear thermoelectric hybrid propulsion system and aircraft. Background Technology

[0002] With the urgent need to develop propulsion technologies, traditional chemical propulsion has become a significant constraint on the operational time of aircraft propulsion systems. Nuclear propulsion technology, with its high energy density and long lifespan potential, has emerged as a possible solution to overcome this limitation.

[0003] However, existing pure nuclear propulsion schemes are difficult to apply due to their low power density, potential risk of nuclide leakage, and weak ability to adapt to changing operating conditions.

[0004] Therefore, providing a nuclear thermoelectric hybrid propulsion system and aircraft is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention provides a nuclear thermal-electric hybrid propulsion system and aircraft to solve the problems of low power density, potential nuclide leakage risk and weak variable operating condition capability of existing pure nuclear propulsion schemes, which make them difficult to apply in practice. By introducing a high power density electric propulsion technology scheme, the power-to-weight ratio of the system is improved, the endurance of the aircraft is significantly extended, and high safety and a certain degree of maneuverability are ensured at the same time.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A nuclear-thermal-electric hybrid propulsion system includes a reactor system, a nuclear heat exchanger, a pump, an air inlet, a compressor, a turbine, a nozzle, a motor, a power management unit, and a battery. The reactor outlet of the reactor system is connected to the hot-end inlet of the nuclear heat exchanger, the hot-end outlet of the nuclear heat exchanger is connected to the inlet of the pump, and the outlet of the pump is connected to the inlet of the reactor. The outlet of the air inlet is connected to the inlet of the compressor, the outlet of the compressor is connected to the cold-end inlet of the nuclear heat exchanger, the cold-end outlet of the nuclear heat exchanger is connected to the inlet of the turbine, and the outlet of the turbine is connected to the inlet of the nozzle. The output shaft of the motor is connected to the compressor, and the input shaft of the motor is connected to the turbine. The power management unit is electrically connected to the motor, and the battery is electrically connected to the power management unit.

[0008] Furthermore, the reactor is a fast neutron reactor or a thermal neutron reactor.

[0009] Furthermore, the working fluid of the reactor system is a liquid lithium metal / lead-bismuth alloy.

[0010] Furthermore, the nuclear heat exchanger is a non-contact heat exchanger.

[0011] Furthermore, the motor, the compressor, and the turbine are arranged coaxially.

[0012] An aircraft comprising the aforementioned nuclear thermo-electric hybrid propulsion system.

[0013] As can be seen from the above technical solution, the present invention discloses a nuclear thermo-electric hybrid propulsion system and an aircraft. Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1) By organically combining nuclear propulsion technology with high energy density and low power density with electric propulsion technology with low energy density and high power density, the power-to-weight ratio of the propulsion system is improved, the endurance of the aircraft is extended, and high safety and a certain degree of maneuverability are ensured at the same time.

[0015] 2) This invention has a simple structure, strong power, and high working efficiency. It also meets the requirements of nuclear power propulsion systems for long endurance, low takeoff weight, and high system stability and safety, and has broad application prospects. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0017] Figure 1 The attached figure is a flowchart of a nuclear thermo-electric hybrid propulsion system provided by the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] like Figure 1As shown in the figure, this invention discloses a nuclear thermal-electric hybrid propulsion system, including a reactor system 1, a nuclear thermal heat exchanger 2, a pump 3, an air intake 4, a compressor 5, a turbine 6, a nozzle 7, a motor 8, a power management unit 9, and a battery 10. The reactor system 1 includes a pressure vessel 11, a reactor 12, and control rods 13. The reactor 12 is placed inside the pressure vessel 11, and the control rods 13 are placed inside the reactor 12. The outlet of the reactor 12 is connected to the hot end inlet of the nuclear thermal heat exchanger 2, and the hot end outlet of the nuclear thermal heat exchanger 2 is connected to the pump 3. The inlet is connected to the outlet of pump 3, which is connected to the inlet of reactor 12; the outlet of air intake duct 4 is connected to the inlet of compressor 5, the outlet of compressor 5 is connected to the cold end inlet of nuclear heat exchanger 2, the cold end outlet of nuclear heat exchanger 2 is connected to the inlet of turbine 6, and the outlet of turbine 6 is connected to the inlet of nozzle 7. In this embodiment, all connections are made via pipes; the output shaft of motor 8 is connected to compressor 5, and the input shaft of motor 8 is connected to turbine 6; the power management unit 9 is electrically connected to motor 8; and the battery 10 is electrically connected to power management unit 9. This invention employs a nuclear-electric hybrid propulsion mode when the aircraft is in takeoff and climb states, and a pure nuclear propulsion mode when the aircraft is in cruise states. This solves the problems of low power density, potential nuclide leakage risk, and weak variable operating condition capability in existing pure nuclear propulsion schemes, which lead to difficulties in practical application. By introducing a high-power-density electric propulsion technology, the power-to-weight ratio of the system is improved, significantly extending the aircraft's endurance while ensuring high safety and a certain degree of maneuverability.

[0020] Specifically, reactor 12 is either a fast neutron reactor or a thermal neutron reactor, both of which are small reactors and are located inside the aircraft cabin.

[0021] Specifically, the working fluid of reactor system 1 is a liquid lithium metal and lead-bismuth alloy, which has high temperature and high heat transfer efficiency, and is driven by pump 3 to achieve single-phase convective heat exchange.

[0022] Specifically, the nuclear heat exchanger 2 is a non-contact heat exchanger, arranged between the compressor 5 and the turbine 6, which realizes the flexible arrangement of the reactor 12 and the nuclear heat exchanger 2, and can fully realize the effective use of the structural form.

[0023] Specifically, the motor 8, compressor 5 and turbine 6 are arranged coaxially, and the motor 8 has two working modes: electric motor and engine.

[0024] Specifically, the power management unit 9 includes a rectifier, an inverter, and an energy distribution module.

[0025] This invention also discloses an aircraft including the aforementioned nuclear thermo-electric hybrid propulsion system.

[0026] The working principle of this invention is as follows:

[0027] During takeoff and climb, a nuclear-electric hybrid propulsion mode is employed. The outlet of the working fluid in reactor 12 is connected to the hot-end inlet of nuclear heat exchanger 2 via a pipeline. The high-temperature working fluid enters nuclear heat exchanger 2 and exchanges heat with the heat exchanger wall. Pump 3 provides power to the working fluid. Finally, the working fluid returns to the inlet of reactor 12 via a pipeline to complete the cycle. Air from the outlet of intake duct 4 is fed into compressor 5. After being pressurized by compressor 5, the air is fed into the cold-end inlet of nuclear heat exchanger 2. After absorbing heat in nuclear heat exchanger 2, the air enters turbine 6. The high-temperature, high-pressure air expands and does work in turbine 6. Turbine 6 and compressor... The motor 5 transmits power through a shaft connection. Considering the limitations of the size and weight of the reactor 12, the design power of the reactor 12 can only meet the power requirements of the propulsion system during the cruise phase. The thrust of the propulsion system cannot meet the requirements of the aircraft during the take-off and climb phases. Therefore, the motor 8 is in electric motor mode at this time. The power management unit 9 adjusts and transmits the electrical energy stored in the battery 10 to the motor 8. The motor 8 drives the compressor 5 to do work through the shaft. The work done by the motor 8 makes up for the insufficient output power of the turbine 6. In this way, the compressor 5 can compress enough air. Finally, the air is discharged from the nozzle 7 to generate thrust.

[0028] During cruise, a pure nuclear propulsion mode is used, in which motor 8 is in engine mode. High-temperature and high-pressure air expands and does work in turbine 6. Turbine 6 and compressor 5 are connected by a shaft to transfer power. The remaining output power of turbine 6 is used to generate electricity for motor 8. The power management unit 9 regulates and stores the electrical power generated by motor 8 into battery 10. The rest of the operation is the same as during takeoff and climb.

[0029] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0030] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A nuclear thermoelectric hybrid propulsion system, comprising a reactor system, characterized in that, It also includes a nuclear heat exchanger, a pump, an air inlet, a compressor, a turbine, a nozzle, a motor, a power management unit, and a battery. The reactor outlet of the reactor system is connected to the hot-end inlet of the nuclear heat exchanger; the hot-end outlet of the nuclear heat exchanger is connected to the inlet of the pump; the outlet of the pump is connected to the inlet of the reactor; the outlet of the air inlet is connected to the inlet of the compressor; the outlet of the compressor is connected to the cold-end inlet of the nuclear heat exchanger; the cold-end outlet of the nuclear heat exchanger is connected to the inlet of the turbine; the outlet of the turbine is connected to the inlet of the nozzle; the output shaft of the motor is connected to the compressor; the input shaft of the motor is connected to the turbine; the power management unit is electrically connected to the motor; and the battery is electrically connected to the power management unit. When the aircraft is in takeoff and climb, it uses a nuclear-electric hybrid propulsion mode; when the aircraft is in cruise, it uses a pure nuclear propulsion mode.

2. The nuclear thermo-electric hybrid propulsion system according to claim 1, characterized in that, The reactor is a fast neutron reactor or a thermal neutron reactor.

3. The nuclear thermo-electric hybrid propulsion system according to claim 1, characterized in that, The working fluid of the reactor system is a liquid lithium-lead-bismuth alloy.

4. A nuclear thermo-electric hybrid propulsion system according to claim 1, characterized in that, The nuclear heat exchanger is a non-contact heat exchanger.

5. A nuclear thermo-electric hybrid propulsion system according to claim 1, characterized in that, The motor, the compressor, and the turbine are arranged coaxially.

6. An aircraft, characterized in that, Includes a nuclear thermoelectric hybrid propulsion system as described in any one of claims 1-5.

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