Hybrid power plants and aircraft

Abstract

The hybrid power device and aircraft provided in this application relate to the field of aircraft power systems. The hybrid power device includes a power supply system and a control system. The power supply system includes a solid oxide fuel cell module, a battery module and a supercapacitor module. The solid oxide fuel cell module includes an integrated plate-type metal-supported solid oxide fuel cell or stack, which has good gas sealing performance, reduces the number and weight of structural parts such as metal connectors, end plates and sealing materials, can achieve lightweighting, and is conducive to improving the power-to-weight ratio. The control system includes an operation control module and an energy management module; the energy management module is connected to the power input terminal of the aircraft to obtain the power demand of the aircraft, and calculates the output power of the solid oxide fuel cell module, battery module and supercapacitor module according to the demand, thereby reducing the weight of the power system, extending the flight endurance, and greatly improving the output performance and service life of the hybrid power system.

Description

Technical Field

[0001] The present invention relates to the field of aircraft power systems, and in particular to a hybrid power device and an aircraft. Background Art

[0002] With the rapid development of technologies such as communications, information, control, and artificial intelligence, drones are increasingly being used in both military and civilian applications. Military drones can perform tasks such as battlefield reconnaissance, electronic warfare, relay communications, air strikes, and swarm warfare. Civilian drones also play an irreplaceable role in agricultural plant protection, power inspections, weather monitoring, firefighting and disaster relief, and express delivery.

[0003] Lithium batteries, the primary power source for traditional unmanned aerial vehicles (UAVs), have limited energy storage and short flight times. They cannot operate for extended periods under high-current conditions such as frequent starts and stops, turbulence resistance, and flight maneuvers. High ambient temperatures also pose thermal safety risks, and their cycle life rarely exceeds 2,000 cycles, severely limiting the development of UAVs. While supercapacitors offer a cycle life exceeding 100,000 cycles, their relatively low energy density makes them inadequate for the power output required for long-duration UAVs.

[0004] New energy sources such as fuel cells and solar cells have begun to be used in the aerospace sector. Using fuel cells as power sources for unmanned aerial vehicles (UAVs) can significantly extend their flight time and range. Compared to other types of fuel cells, solid oxide fuel cells (SOFCs) offer advantages such as wide fuel adaptability, high energy conversion efficiency, all-solid-state design, modular assembly, and zero pollution. They can directly operate on a variety of hydrocarbon fuels, including H2, CO2, natural gas, liquefied petroleum gas, coal gas, and biomass gas. However, SOFCs, supported by an anode or electrolyte, are relatively bulky. The thermal shielding required for high-temperature operation further increases the overall weight and reduces the power-to-weight ratio of the SOFC system. This is the main reason for the current limited application of SOFCs in portable power supplies, aircraft propulsion systems, and emergency power supplies. Furthermore, SOFCs and other fuel cell types suffer from relatively weak dynamic performance, making them difficult to meet the instantaneous high power output required for UAVs in conditions such as starting and stopping, hovering, turbulence mitigation, and changing flight postures.

[0005] In view of this, the present application proposes a new hybrid power system power supply to solve the defects of the existing power supply of unmanned aerial vehicles. Summary of the Invention

[0006] The present invention provides, for example, a hybrid power system and aircraft that optimize the output power of each module in the hybrid power system, conserve fuel, and address the drawbacks of using a single lithium battery as a power source. The hybrid power system also features lightweight, self-sealing fuel gas, high output voltage, extended flight time, long service life, and improved energy efficiency.

[0007] The embodiments of the present invention can be implemented as follows:

[0008] In a first aspect, the present invention provides a hybrid power device comprising a power supply system and a control system;

[0009] The power supply system includes a solid oxide fuel cell module, a battery module and a supercapacitor module arranged in a heat exchange power supply box; the heat exchange power supply box is provided with heat dissipation fins;

[0010] The solid oxide fuel cell module includes a battery / stack, a heater, a fuel tank, an air pump, a heat exchanger, a burner, and a first DC-DC converter; the air pump and the fuel tank are respectively connected to the heat exchanger, the heat exchanger is respectively connected to the burner and the battery / stack, and the battery / stack is connected to the burner; the first DC-DC converter is connected to the power output end of the battery / stack; the heat exchange power box is provided with an air inlet and an exhaust port for air circulation, and the air inlet and the exhaust port are respectively connected to the air path connected to the air pump; the control system includes an operation control module and an energy management module; the operation control module includes a sensor and a controller, the sensor is connected to the controller, and the sensors are respectively arranged on the air paths connected to the fuel tank and the air pump; the heater is connected to the battery module and / or supercapacitor module, and the heater is used to heat the battery / stack;

[0011] The power output end of the first DC-DC converter, the output end of the battery module and the output end of the supercapacitor module are respectively connected to the input end of the energy management module;

[0012] The energy management module is connected to the controller, and the energy management module is used to connect to the power input terminal of the electrical appliance to obtain the required power of the electrical appliance and calculate the output power of the solid oxide fuel cell module, the battery module and the supercapacitor module based on the required power of the electrical appliance; the controller controls the input parameters of the fuel tank and the air pump according to the output power of the solid oxide fuel cell module; wherein the input parameters include temperature, flow and pressure.

[0013] In an optional embodiment, during the startup phase of the solid oxide fuel cell module, the battery module and the supercapacitor module jointly supply power to the solid oxide fuel cell module and the control system;

[0014] During the stable power generation phase of the solid oxide fuel cell module, the cells / stacks in the solid oxide fuel cell module charge the battery module and the supercapacitor module respectively; and the cells / stacks supply power to the control system, the heater and the air pump.

[0015] In an optional embodiment, the electrical appliance includes an aircraft, and when the aircraft is in a cruising state, the solid oxide fuel cell module supplies power to the aircraft; when the aircraft is in a takeoff, hovering or anti-turbulence state, the solid oxide fuel cell module is combined with the supercapacitor module to supply power to the aircraft, or the solid oxide fuel cell module is combined with the supercapacitor module and the battery module to supply power to the aircraft.

[0016] In an optional embodiment, the solid oxide fuel cell module includes an integrated plate battery / stack in which a plurality of batteries are integrated on a metal support body; the metal support body has a first surface and a second surface arranged opposite to each other and a self-sealing gas flow channel is formed between the first surface and the second surface; at least one of the first surface and the second surface is provided with a breathable through hole area including a plurality of through holes; the breathable through hole area is connected to the gas flow channel; the surface of the metal support body is covered with an insulating layer; the through holes in the breathable through hole area pass through the insulating layer; batteries are provided on the side of the insulating layer away from the metal support body; each of the batteries corresponds one-to-one to the breathable through hole area, and a plurality of the batteries are connected in series and parallel.

[0017] In an optional embodiment, it includes a first pipeline, a second pipeline, a third pipeline, a fourth pipeline, a fifth pipeline and a sixth pipeline;

[0018] One end of the first pipeline is connected to the fuel tank, and the other end is connected to the inlet of the battery / fuel stack; the first pipeline passes through the heat exchanger;

[0019] One end of the second pipeline is connected to the burner, and the other end is connected to the first pipeline and is located between the heat exchanger and the battery / stack;

[0020] One end of the third pipeline is connected to the air pump, and the other end is connected to the inlet of the battery / stack; the third pipeline passes through the heat exchanger;

[0021] One end of the fourth pipeline is connected to the burner, and the other end is connected to the third pipeline and is located between the heat exchanger and the battery / stack;

[0022] One end of the fifth pipeline is connected to the outlet of the battery / stack, and the other end is connected to the burner;

[0023] One end of the sixth pipeline is connected to the burner, and the other end is connected to the heat exchanger;

[0024] The sensors include a flow sensor, a temperature sensor and a pressure sensor. The flow sensor, the temperature sensor and the pressure sensor are respectively provided on the first pipeline and the third pipeline; the flow sensor is respectively provided on the second pipeline and the fourth pipeline; and the temperature sensor is provided on the fifth pipeline.

[0025] In an optional embodiment, the battery module includes a first charger, a battery, and a second DC-DC converter connected in sequence; the input end of the first charger is connected to the battery / battery stack output end of the first DC-DC converter, and the output end of the second DC-DC converter is connected to the input end of the air pump and the energy management module respectively;

[0026] The supercapacitor module includes a second charger, a supercapacitor and a third DC-DC converter connected in sequence; the input end of the second charger is connected to the battery / stack output end of the first DC-DC converter, and the output end of the third DC-DC converter is connected to the input end of the energy management module.

[0027] In an optional embodiment, the fuel gas flow channel further includes a reaction medium flow channel area, an inlet, and an outlet. The reaction medium flow channel area is provided between the first surface and the second surface and is spaced apart from the first surface and the second surface respectively. The inlet and the outlet are respectively connected to the reaction medium flow channel area.

[0028] The reaction medium flow channel area is correspondingly arranged to the air permeable through hole area, and the through holes of the air permeable through hole area are connected to the reaction medium flow channel area.

[0029] In an optional embodiment, the sensor further includes a power detector, which is configured to be connected to an electrical appliance to obtain the required power of the electrical appliance.

[0030] The power detector is connected to the battery module, the storage battery module and the super capacitor module respectively.

[0031] In an optional embodiment, it further includes a water tank, a first evaporator, a second evaporator and a condenser;

[0032] The water tank is connected to the first evaporator, the fuel tank is connected to the second evaporator, the first evaporator and the second evaporator are connected to the heat exchanger respectively, and the condenser is connected to the burner and the water tank respectively.

[0033] In an optional embodiment, the battery module is connected to the first evaporator and the second evaporator respectively.

[0034] In a second aspect, the present invention provides an aircraft comprising a hybrid power device as described in any one of the aforementioned embodiments.

[0035] The beneficial effects of the embodiments of the present invention include:

[0036] 1. The hybrid power device provided by the embodiment of the present invention has a power supply system including a solid oxide fuel cell module, a battery module and a supercapacitor module. The solid oxide fuel cell module can charge the battery module and the supercapacitor module. The combined structure of the solid oxide fuel cell module, the battery module and the supercapacitor module solves the shortcomings of each of them as a power source, greatly improves the cruising time and extends the service life, and saves energy. The solid oxide fuel cell module adopts an integrated plate battery / stack with several batteries integrated on a metal support; the metal support can achieve self-sealing of the gas, reducing the number and weight of structural parts such as metal connectors, end plates and sealing materials, achieving lightweight and improving the power-to-weight ratio, and high output voltage. In addition, the use of a metal support has fast start-stop speed, good thermal shock resistance, and good robustness.

[0037] 2. The heat exchange power box is equipped with a heat dissipation fin structure. The gas from the air pump enters the heat exchanger after heat exchange in the heat exchange power box, which can effectively cool the battery module and supercapacitor module in the heat exchange power box. While improving the safety of the battery module and supercapacitor module, it also realizes energy recovery and saves energy.

[0038] The aircraft provided by the embodiment of the present invention includes the above-mentioned hybrid power device, which can achieve optimal power distribution among the modules of the power supply system, thereby facilitating extending the service life of the power supply system and reducing fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0040] Figure 1A schematic block diagram of the composition of a hybrid power device provided by an embodiment of the present invention;

[0041] Figure 2 A schematic block diagram of the power supply system of a hybrid power device provided by an embodiment of the present invention;

[0042] Figure 3 A schematic diagram of the control principle of a hybrid power device provided by an embodiment of the present invention;

[0043] Figure 4 A schematic structural diagram of a battery stack for a hybrid power device according to an embodiment of the present invention;

[0044] Figure 5 A schematic structural diagram of a single integrated plate-type battery of a hybrid power device provided by an embodiment of the present invention;

[0045] Figure 6 for Figure 5 A partial enlarged schematic diagram of the M in the middle;

[0046] Figure 7 A schematic block diagram of power supply for a solid oxide fuel cell module during the startup phase in a hybrid power device provided in an embodiment of the present invention;

[0047] Figure 8 A schematic block diagram of power supply for a solid oxide fuel cell module during operation in a hybrid power device provided in an embodiment of the present invention.

[0048] Icons: 10-hybrid power device; 100-power system; 110-solid oxide fuel cell module; 111-battery / stack; 112-fuel tank; 113-air pump; 114-heat exchanger; 115-burner; 116-first DC-DC converter; 117-water tank; 118-first evaporator; 119-second evaporator; 120-condenser; 121-condensate collection pipe; 122-heater; 123-heat exchange power box; 124-pressure reducing valve; 130-integrated plate battery; 140-metal support; 141-reaction medium flow channel area; 142-inlet; 143-outlet; 144-ventilation hole area; 145-insulation layer; 146-metal transition layer; 150-electric Cell; 151-anode; 152-electrolyte; 153-cathode; 154-connector; 155-solid segment; 156-porous segment; 161-first pipeline; 162-second pipeline; 163-third pipeline; 164-fourth pipeline; 165-fifth pipeline; 166-sixth pipeline; 170-battery module; 171-first charger; 172-battery; 173-second DC-DC converter; 180-supercapacitor module; 181-second charger; 182-supercapacitor; 183-third DC-DC converter; 200-control system; 211-flow solenoid valve; 212-temperature sensor; 213-pressure sensor; 230-energy management module; 300-aircraft. DETAILED DESCRIPTION

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0050] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0051] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0052] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or is the orientation or position relationship in which the product of the invention is usually placed when in use. It is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be understood as a limitation on the present invention.

[0053] In addition, the terms "first", "second", etc., if used, are merely used to distinguish and describe, and should not be understood as indicating or implying relative importance.

[0054] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention may be combined with each other.

[0055] Lithium batteries, the primary power source for traditional aircraft, have limited energy storage and short flight time, severely restricting their development. New energy sources such as solid oxide fuel cells and solar cells have begun to be used in the aerospace sector. Using solid oxide fuel cells as aircraft power sources can significantly increase flight time and range. Compared to other types of solid oxide fuel cells, solid oxide fuel cells (SOFCs) offer advantages such as wide fuel adaptability, high energy conversion efficiency, all-solid-state design, modular assembly, and zero pollution. They can directly use a variety of hydrocarbon fuels, including H2, CO, natural gas, liquefied petroleum gas, coal gas, and biomass gas. However, solid oxide fuel cells, which are supported by the anode or electrolyte, are relatively bulky. The thermal shielding required for high-temperature operation further increases the overall weight and reduces the power-to-weight ratio of the SOFC system. This is the main reason why SOFCs are currently less widely used in portable power supplies, aircraft propulsion systems, and emergency power supplies.

[0056] SOFCs and other types of solid oxide fuel cells suffer from relatively weak dynamic performance, making them difficult to meet the instantaneous high power output required by UAVs during start-stop, hovering, turbulence mitigation, and flight maneuvering. Therefore, an auxiliary power source capable of providing high power in a short period of time is required. A hybrid system combining solid oxide fuel cells and lithium batteries can complement each other's power supply advantages and meet the rapidly changing load requirements of UAVs.

[0057] In order to overcome at least one defect in the prior art, the present application proposes a hybrid power device that can not only solve the instantaneous high-power output required by the UAV in working conditions such as starting and stopping, hovering, resisting turbulence, and changing flight postures; but also extend the flight endurance and reduce fuel consumption while meeting the power requirements of the aircraft.

[0058] Please refer to Figure 1This embodiment provides a hybrid power device 10 , including a power supply system 100 and a control system 200 .

[0059] Combine Figure 2 、 Figure 3 The power system 100 includes a solid oxide fuel cell module 110, a battery module 170, and a supercapacitor module 180. The hybrid power system achieves complementary power advantages, extending flight time while meeting the instantaneous high power output requirements of the aircraft 300. This ensures that the aircraft 300's power requirements are met while reducing fuel consumption and conserving energy.

[0060] The solid oxide fuel cell module 110 includes a battery / stack 111, a heater 122, a fuel tank 112, an air pump 113, a heat exchanger 114, a burner 115, and a first DC-DC converter 116. The air pump 113 and the fuel tank 112 are respectively connected to the heat exchanger 114, which is respectively connected to the burner 115 and the battery / stack 111, which is then connected to the burner 115. The first DC-DC converter 116 is connected to the power output of the battery / stack 111. The heater 122 is connected to the battery module 170 and / or the supercapacitor module 180 and is used to heat the battery / stack 111. It is understood that the heater 122 may be connected only to the battery module 170. Alternatively, the heater 122 may be connected only to the supercapacitor module 180. Alternatively, the battery module 170 and the supercapacitor module 180 may each be connected to the heater 122 to power the heater 122. The provision of the heater 122 is beneficial to improving the efficiency of the catalytic reforming reaction and improving the efficiency of the electrochemical reaction.

[0061] The solid oxide fuel cell module 110 includes an integrated plate-type battery / stack 111 with a plurality of cells 150 integrated on a metal support 140. The metal support 140 has a first surface and a second surface disposed opposite each other, with a self-sealing gas flow path formed between the first and second surfaces. At least one of the first and second surfaces is provided with a permeable perforated area 144 comprising a plurality of through-holes. The permeable perforated area 144 is connected to the gas flow path. The surface of the metal support 140 is covered with an insulating layer 145. The through-holes of the permeable perforated area 144 penetrate the insulating layer 145. The cells 150 are provided on the side of the insulating layer 145 away from the metal support 140. Each cell 150 corresponds to a permeable perforated area 144, and multiple cells 150 are connected in series and parallel.

[0062] The control system 200 includes an operation control module and an energy management module 230. The operation control module includes sensors and a controller, which are connected to each other. The sensors are respectively located in the gas path connected to the fuel tank 112 and the air pump 113. The power output terminal of the battery / stack 111, the battery module 170, and the ultracapacitor module 180 are respectively connected to the energy management module 230.

[0063] The power output terminal of the first DC-DC converter 116 , the output terminal of the battery module 170 , and the output terminal of the supercapacitor module 180 are respectively connected to the input terminal of the energy management module 230 .

[0064] The energy management module 230 is connected to the controller. The energy management module 230 is used to connect to the power input terminal of the aircraft 300 to obtain the power demand of the aircraft 300 and calculate the output power of the solid oxide fuel cell module 110, the battery module 170 and the supercapacitor module 180 based on the required power of the aircraft 300; the controller controls the input parameters of the fuel tank 112 and the air pump 113 according to the output power of the solid oxide fuel cell module 110; wherein the input parameters include temperature, flow rate and pressure, etc.

[0065] The controller is also used to obtain the charging power requirements of the battery module 170 and the super capacitor module 180 to control the battery / fuel stack 111 to charge the battery module 170 and the super capacitor module 180 .

[0066] Combine Figures 4 to 6 The battery / stack 111 includes one or more stacked integrated plate batteries 130 . The integrated plate battery 130 includes a metal support 140 , an insulating layer 145 , and batteries 150 .

[0067] The metal support 140 has a first surface and a second surface disposed opposite each other, and a self-sealing gas flow passage. The self-sealing gas flow passage includes a reaction medium flow passage region 141, an inlet 142, and an outlet 143. The reaction medium flow passage region 141 is disposed between the first and second surfaces and is spaced apart from each of the first and second surfaces. The inlet 142 and the outlet 143 are respectively connected to the reaction medium flow passage region 141.

[0068] Reaction medium flow channel region 141 is disposed correspondingly to ventilation hole region 144, with the through-holes of ventilation hole region 144 communicating with reaction medium flow channel region 141. Insulation layers 145 are provided on the first and second surfaces, respectively, with ventilation holes extending through insulation layers 145. Cells 150 are disposed on the side of insulation layer 145 away from metal support 140, with each cell 150 corresponding one-to-one to a ventilation hole region 144. Multiple cells 150 are connected in series and parallel.

[0069] The battery 150 includes a cathode 153, an anode 151, an electrolyte 152 and a connector 154. The anode 151 is provided on the surface of the insulating layer 145, and the anode 151 completely covers the air-permeable through-hole area 144. The surface of the anode 151 is the electrolyte 152, and the surface of the electrolyte 152 is the cathode 153. That is, the electrolyte 152 is located between the cathode 153 and the anode 151. The multiple batteries 150 are spaced apart from each other, and electrodes of the same polarity are not connected. The anode 151 has a portion of an exposed end that is not covered by the electrolyte 152. The connector 154 covers the exposed end and is electrically connected to the cathode 153 of the adjacent battery 150, thereby realizing the series connection of the multiple batteries 150. The connector 154 is isolated from the anode 151 of the adjacent battery 150 by the electrolyte 152.

[0070] Connector 154 is made of a highly conductive material. It includes a connected solid segment 155 and a porous segment 156. Solid segment 155 covers the exposed anode 151, establishing an electrical connection with the anode 151. Porous segment 156 covers the side of cathode 153 facing away from electrolyte 152, thereby achieving a series connection of batteries 150.

[0071] Fuel and air enter the cell / stack 111 through inlet 142. A reforming reaction occurs in the reaction medium flow channel 141. The reformed syngas passes through the air vents and reaches the anode 151, where an electrochemical reaction occurs to generate electricity. The porous section 156 of the connector 154 has small holes that allow air to reach the cathode 153 of the cell 150, providing oxygen for power generation. Unreacted fuel and air within the cell / stack 111 enter the burner 115 through outlet 143 for combustion.

[0072] Optionally, the porous structure of reaction medium flow channel region 141 has a polyhedral lattice unit structure or a minimal surface structure, and the porosity of reaction medium flow channel region 141 is approximately 40% to 80%, which can improve the reforming reaction efficiency. A metal transition layer 146 is provided between the surface of metal support 140 and insulating layer 145 to reduce the difference in thermal expansion coefficient between metal support 140 and insulating layer 145, prevent structural delamination, and improve structural reliability.

[0073] The battery / stack 111 utilizes a metal support 140, enabling fast start-up and shutdown times and excellent thermal shock resistance. The metal support 140 can be integrally formed, ensuring excellent airtightness and improving reaction efficiency. The reaction medium flow channel 141 is located within the metal support 140, at a distance from the anode 151. This reduces carbon deposits on the anode 151 during the reforming reaction, increases anode 151 activity, and enhances battery performance. Furthermore, the location of the reaction medium flow channel 141 within the metal support 140 allows the gas flow channel to be self-sealed by the metal support 140. When multiple integrated plate-type batteries 130 are stacked, no sealing material is required between adjacent integrated plate-type batteries 130, reducing sealing complexity, simplifying process steps, improving production efficiency, and contributing to an improved power-to-weight ratio for the battery / stack 111. Furthermore, batteries 150 are positioned on both sides of the metal support 140, enabling a higher output voltage for each integrated plate-type battery 130.

[0074] Optionally, the solid oxide fuel cell module 110 includes a first pipeline 161 , a second pipeline 162 , a third pipeline 163 , a fourth pipeline 164 , a fifth pipeline 165 and a sixth pipeline 166 .

[0075] One end of the first pipeline 161 is connected to the fuel tank 112, and the other end is connected to the inlet 142 of the battery / fuel stack 111; the first pipeline 161 passes through the heat exchanger 114. The second pipeline 162 has one end connected to the burner 115, and the other end is connected to the first pipeline 161 and is located between the heat exchanger 114 and the battery / fuel stack 111. After the fuel in the fuel tank 112 is preheated by the heat exchanger 114, a portion of the fuel enters the inlet 142 of the battery / fuel stack 111 along the first pipeline 161 for the reforming reaction. The remaining portion of the fuel enters the burner 115 along the second pipeline 162 for combustion, providing heat for the heat exchanger 114.

[0076] One end of the third pipeline 163 is connected to the air pump 113, and the other end is connected to the inlet 142 of the battery / fuel stack 111. The third pipeline 163 passes through the heat exchanger 114. One end of the fourth pipeline 164 is connected to the burner 115, and the other end is connected to the third pipeline 163 and is located between the heat exchanger 114 and the battery / fuel stack 111. After the air from the air pump 113 is preheated by the heat exchanger 114, a portion of the air enters the inlet 142 of the battery / fuel stack 111 along the third pipeline 163 for the reforming reaction. The other portion of the air enters the burner 115 along the fourth pipeline 164 for combustion, providing heat for the heat exchanger 114.

[0077] One end of the fifth pipe 165 is connected to the outlet 143 of the battery / stack 111, and the other end is connected to the burner 115. The fuel and air entering the battery / stack 111 undergo a reforming reaction. The unreacted fuel and air mixture flows along the fifth pipe 165 into the burner 115 and burns, providing heat for the heat exchanger 114.

[0078] It is understood that one end of the sixth pipe 166 is connected to the burner 115 and the other end is connected to the heat exchanger 114. The exhaust gas after combustion in the burner 115 enters the heat exchanger 114 through the sixth pipe 166, exchanges heat with the heat exchanger 114, and is then discharged from the exhaust pipe.

[0079] Optionally, if wet reforming is adopted. The solid oxide fuel cell module 110 also includes a water tank 117, a first evaporator 118, a second evaporator 119 and a condenser 120. The water tank 117 is connected to the first evaporator 118, the fuel tank 112 is connected to the second evaporator 119, the first evaporator 118 and the second evaporator 119 are respectively connected to the heat exchanger 114, and the condenser 120 is respectively connected to the burner 115 and the water tank 117. The water in the water tank 117 evaporates through the first evaporator 118, and the fuel in the fuel tank 112 evaporates through the second evaporator 119. The evaporated water and the fuel are preheated together through the heat exchanger 114. A part of the preheated mixed fuel enters the battery / stack 111 for reforming reaction, and the other part enters the burner 115 to burn and release heat. It can be understood that the combustion raw materials in the burner 115 come from two parts. One portion is the fuel and air that directly enters the burner 115, while the other portion is the unreacted fuel and air that is exhausted from the outlet 143 of the battery / stack 111. The exhaust gas after combustion in the burner 115 enters the heat exchanger 114 for heat exchange, then enters the condenser 120 for condensation, and is then exhausted through the exhaust pipe.

[0080] Optionally, a condensate collection pipe 121 is provided between the condenser 120 and the water tank 117. The condensed water in the condenser 120 can flow back into the water tank 117, thus recycling the water and conserving raw materials. If used in an unmanned aerial vehicle 300, this can reduce the amount of water carried by the vehicle 300, lowering its overall weight, improving flight efficiency and carrying capacity, and reducing energy consumption.

[0081] Of course, if the battery / stack 111 adopts a dry reforming method, the water tank 117, evaporator and other components can be omitted. No specific limitation is given here.

[0082] It should be noted that the battery / stack 111 is provided with a general material inlet 142 and a material outlet 143, which are respectively welded to corresponding pipes to improve the sealing of the gas path. Alternatively, the inlet 142 and outlet 143 on each metal support 140 are respectively welded to corresponding pipes to achieve a sealed gas path. When multiple integrated plate-type batteries 130 are stacked, the multiple integrated plate-type batteries 130 are connected in series and parallel using highly conductive materials.

[0083] The sensors include a flow sensor, a temperature sensor 212, a pressure sensor 213, and a power detector. The flow sensor, temperature sensor 212, pressure sensor 213, and power detector are each connected to the controller. The power detector is connected to the aircraft 300, the solid oxide fuel cell module 110, the battery module 170, and the supercapacitor module 180. The sensors are primarily used to detect flow rates, temperatures, and pressures in each pipeline, as well as the power demand of the aircraft 300. Of course, the power detector can also detect the output power or charging power demand of each module in the power supply system 100.

[0084] Figure 3 DC / DC in the figure represents a direct current-to-direct current converter, S represents a flow solenoid valve 211 , P represents a pressure sensor 213 , and T represents a temperature sensor 212 .

[0085] Optionally, a flow sensor, a temperature sensor 212, and a pressure sensor 213 are provided on the first pipeline 161 and the third pipeline 163, respectively. A flow sensor is provided between the water tank 117 and the first evaporator 118 for detecting the flow of water entering the first evaporator 118. A flow sensor is provided between the fuel tank 112 and the second evaporator 119 for detecting the flow of fuel entering the second evaporator 119. A flow sensor, a temperature sensor 212, and a pressure sensor 213 are provided in sequence on the first pipeline 161 near the inlet 142 of the battery / fuel stack 111 for detecting the flow, temperature, and pressure of the fuel entering the inlet 142 of the battery / fuel stack 111. A flow sensor is provided on the second pipeline 162 for detecting the flow of fuel entering the burner 115.

[0086] A flow sensor is installed between the air pump 113 and the heat exchanger 114 to detect the flow rate of air entering the heat exchanger 114. A flow sensor, a temperature sensor 212, and a pressure sensor 213 are installed in sequence on the third pipeline 163 near the inlet 142 of the battery / fuel stack 111 to detect the flow rate, temperature, and pressure of air entering the inlet 142 of the battery / fuel stack 111. A flow sensor is installed on the fourth pipeline 164 to detect the flow rate of air entering the burner 115.

[0087] A temperature sensor 212 is provided on the fifth pipeline 165 for detecting the temperature of the gas entering the burner 115 from the outlet 143 of the battery / fuel cell stack 111 .

[0088] Optionally, the flow sensor and the flow solenoid valve 211 are integrated into one body, which can realize the functions of flow control and monitoring at the same time.

[0089] The power output of the battery / stack 111 is connected to the power input of the battery module 170, the supercapacitor module 180, and the energy management module 230. It is easy to understand that the power output of the battery / stack 111 is modulated by the first DC-DC converter 116 and then stably supplies power to the battery module 170, the supercapacitor module 180, and the energy management module 230.

[0090] Optionally, the battery module 170 includes a first charger 171, a battery 172, and a second DC-DC converter 173 connected in sequence. The input end of the first charger 171 is connected to the power output end of the battery / stack 111. The first charger 171 is an anti-overcharge charger and is used to charge the battery 172. The output end of the battery 172 is modulated and output by the second DC-DC converter 173. The output end of the second DC-DC converter 173 is respectively connected to the input end of the air pump 113 and the energy management module 230. The battery 172 is used to provide power for the operation of the air pump 113 and to provide instantaneous high-power power to the aircraft 300 when necessary. The instantaneous high-power power supply scenarios of the aircraft 300 include takeoff, hovering, flight posture change, etc. The battery 172 can be a lithium battery, a sodium battery, or other types of solid-state batteries.

[0091] It is understood that if the solid oxide fuel cell module 110 further includes a first evaporator 118 and a second evaporator 119 , the battery 172 is also connected to the first evaporator 118 and the second evaporator 119 respectively to provide power to the first evaporator 118 and the second evaporator 119 .

[0092] The supercapacitor module 180 includes a second charger 181, a supercapacitor 182, and a third DC-DC converter 183 connected in sequence. The input end of the second charger 181 is connected to the power output end of the battery / stack 111. The second charger 181 is an anti-overcharge charger and is used to charge the supercapacitor 182. The output end of the supercapacitor 182 is connected to the third DC-DC converter 183. The third DC-DC converter 183 is connected to the energy management module 230. It can be understood that the output end of the supercapacitor 182 is connected to the input end of the energy management module 230 after being modulated by the third DC-DC converter 183. The output end of the supercapacitor 182 is used to provide instantaneous high-power power to the aircraft 300, such as powering the aircraft 300 during takeoff, hovering, maneuvering, flight posture changes, high-frequency start and stop, anti-turbulence, and other situations.

[0093] Although the energy density of supercapacitor 182 is relatively low, its cycle life is relatively high, more than 100,000 times. In addition, its characteristics such as fast charging, fast response speed, high specific power, wide temperature range, and no explosion and combustion risks give it an absolute advantage in improving the power performance, thermal safety performance, durability and reliability of the unmanned aerial vehicle 300 in starting and stopping, changing flight postures, etc.

[0094] The power supply system 100 also includes a heat exchange power supply box 123, in which the battery module 170 and the supercapacitor module 180 are located. The heat exchange power supply box 123 is provided with an air inlet and an air outlet for air circulation, and the air inlet and the air outlet are respectively connected to the air path connected to the air pump 113. After the air exits the air pump 113, it first enters the heat exchange power supply box 123, where it cools the heat exchange power supply box 123 before entering the heat exchanger 114. The heat exchange power supply box 123 is provided with heat dissipation fins. Since the battery module 170 and the supercapacitor module 180 are encapsulated in the heat exchange power supply box 123, the heat dissipation fins arranged around the battery module 170 and the supercapacitor module 180 facilitate air flow and heat dissipation. The heat exchange power supply box 123 and the heat dissipation fins not only improve the safety of the battery module 170 and the supercapacitor module 180, but also achieve energy recovery and energy conservation.

[0095] Optionally, a temperature sensor 212 is provided within the heat exchange power supply box 123 for real-time monitoring of the temperature of the heat exchange power supply box 123. A temperature sensor 212 is provided on the pipeline between the air pump 113 and the heat exchange power supply box 123 for monitoring the temperature of the air entering the heat exchange power supply box 123. A pressure reducing valve 124 is connected to the heat exchange power supply box 123. When the air pressure within the heat exchange power supply box 123 exceeds a preset pressure, the pressure is relieved through the pressure reducing valve 124, ensuring stable pressure within the heat exchange power supply box 123 and improving safety.

[0096] In this embodiment, the first pipeline 161 is connected to the fuel inlet of the anode 151 of the battery / fuel stack 111. Water in the water tank 117 is evaporated by the first evaporator 118, and the fuel in the fuel tank 112 is evaporated by the second evaporator 119. The evaporated water and fuel are then preheated in the heat exchanger 114. The preheated mixed fuel then passes through the flow solenoid valve 211, the temperature sensor 212, and the pressure sensor 213 in sequence and enters the fuel inlet of the anode 151 of the battery / fuel stack 111.

[0097] The third pipeline 163 is connected to the air inlet of the cathode 153 of the battery / fuel stack 111. The holes in the porous section 156 of the connector 154 serve as the air inlet of the cathode 153. The air from the air pump 113 passes through the heat exchange power box 123, the temperature sensor 212, the flow solenoid valve 211, the heat exchanger 114, the flow solenoid valve 211, the temperature sensor 212, and the pressure sensor 213 in sequence before entering the air inlet of the cathode 153 of the battery / fuel stack 111. If the air pressure in the heat exchange power box 123 exceeds the pressure, some of the air entering the heat exchange power box 123 will be discharged through the pressure reducing valve 124.

[0098] The exhaust gas outlet 143 of the battery / stack 111 is connected to the inlet of the burner 115 after passing through the temperature sensor 212. The outlet 143 of the second pipeline 162 and the outlet 143 of the fourth pipeline 164 are respectively connected to the inlet of the burner 115. The outlet 143 of the burner 115 is connected to the heat exchanger 114, and the exhaust gas outlet 143 of the heat exchanger 114 is connected to the inlet 142 of the condenser 120. The outlet 143 of the condenser 120 is connected to the water tank 117. The air cools the battery module 170 and the supercapacitor module 180 before entering the heat exchanger 114. The generated water vapor is condensed and recycled to the water tank 117. It can be understood that the water vapor generated by the electrochemical reaction and the combustion reaction can be condensed by the condenser 120 and recycled to the water tank 117.

[0099] The temperature sensor 212 is primarily used to detect the temperature of the air entering the heat exchange power supply box 123, the temperature of the fuel entering the anode 151 of the battery / fuel stack 111, the temperature of the air entering the cathode 153 of the battery / fuel stack 111, and the temperature of the exhaust gas leaving the battery / fuel stack 111. The pressure sensor 213 is primarily used to detect the fuel pressure entering the anode 151 of the battery / fuel stack 111 and the air pressure entering the cathode 153 of the battery / fuel stack 111. The flow sensor is primarily used to detect and control the flow of air entering the heat exchange power supply box 123, the air and fuel entering the combustor 115, and the fuel entering the anode 151 and air entering the cathode 153 of the battery / fuel stack 111. The power detector is connected to the energy management module 230 and is primarily used to monitor the power demand of the aircraft 300. Of course, in some embodiments, a power detector may also be provided to detect the output power of the battery / fuel stack 111, the battery 172, and the supercapacitor 182, as well as the charging power demand of the battery 172 and the supercapacitor 182. The controller is used to receive signal data fed back by the temperature sensor 212, the pressure sensor 213, the flow sensor and the power detector, process the received signal data and output corresponding decision signals to control the introduction of each reaction gas.

[0100] The controller may be a general-purpose processor, including but not limited to a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Of course, the controller may also be integrated into a PLC controller, a single-chip microcomputer, etc., which is not specifically limited here.

[0101] The embodiment of the present invention further provides an aircraft 300 including the hybrid power device 10 according to any one of the aforementioned embodiments. The energy management module 230 is connected to the power input terminal of the aircraft 300 to supply power to the aircraft 300 .

[0102] The battery 172 is mainly used for starting heating of the battery / fuel stack 111 and for supplying power to the heater 122. The battery 172 can also supply power to the air pump 113, the first evaporator 118, the second evaporator 119, etc. Of course, in special occasions where necessary, it can also supply instantaneous high-power power to the aircraft 300. In this embodiment, it is mainly used to supply power to the heater 122 to achieve starting heating of the battery / fuel stack 111. The supercapacitor 182 is used to supply instantaneous high-power power to the aircraft 300 for starting, stopping, hovering, maneuvering, etc. The solid oxide fuel cell module 110 is mainly used for cruising of the aircraft 300 and charging the battery 172 and the supercapacitor 182 respectively.

[0103] The operation control module monitors the system's gas path temperature, pressure, flow, and the power of each module through various sensors, and feeds relevant signals back to the controller. The controller processes the received sensor signals and outputs corresponding decision signals to control the safe and stable operation of the power system 100. The power detector monitors the output power of the battery / stack 111, the output power of the battery 172, the output power of the supercapacitor 182, the charging power required by the battery 172, the charging power required by the supercapacitor 182, and the power required by the aircraft 300 in real time.

[0104] Energy management module 230 optimizes the power output of battery / stack 111, battery 172, and supercapacitor 182 based on the power requirements of aircraft 300, controlling the optimal distribution of power requirements for aircraft 300, thereby reducing power system weight, extending flight endurance, and significantly improving the output performance and service life of the hybrid power system. Optionally, energy management module 230 or the controller can also control battery / stack 111 to charge battery 172 and supercapacitor 182 based on their charging power requirements.

[0105] It should be noted that the hybrid power device 10 provided in this embodiment is not only suitable for aircraft 300, such as unmanned aerial vehicles, spacecraft, drones, etc., but also suitable for other electrical appliances, including but not limited to aircraft, vehicles, ships, underwater equipment, rockets, engineering equipment, agricultural machinery and other equipment that requires a power device.

[0106] Combine Figure 7It is understood that during the startup phase of the solid oxide fuel cell module 110, the battery module 170 and the ultracapacitor module 180 jointly supply power to the solid oxide fuel cell module 110 and the control system 200 to ensure smooth startup of the solid oxide fuel cell module 110. The battery module 170 and the ultracapacitor module 180 provide power to, but are not limited to, various sensors, the controller, the air pump 113, the first evaporator 118, the second evaporator 119, and the heater 122.

[0107] Combine Figure 8 During the operation phase of the solid oxide fuel cell module 110, i.e., the stable power generation phase, the cells / stack 111 in the solid oxide fuel cell module 110 charge the battery module 170 and the ultracapacitor module 180, respectively. The cells / stack 111 also supplies power to the control system 200, including but not limited to various sensors and controllers. Furthermore, the cells / stack 111 supplies power to the air pump 113, the first evaporator 118, the second evaporator 119, and the heater 122, respectively, to maintain the power required for the cell / stack 111 to generate electricity.

[0108] Taking the aircraft 300 as an example of an electrical appliance, when the aircraft 300 is in a cruising state, the solid oxide fuel cell module 110 supplies power to the aircraft 300. When the aircraft 300 is in a takeoff, hovering, or anti-turbulence state, the solid oxide fuel cell module 110, in conjunction with the supercapacitor module 180, supplies power to the aircraft 300; alternatively, the solid oxide fuel cell module 110, in conjunction with the supercapacitor module 180 and the battery module 170, supplies power to the aircraft 300. Among them, the solid oxide fuel cell module 110 and the supercapacitor module 180 are the main power sources for the aircraft 300. Only in extreme cases, such as when the solid oxide fuel cell module 110 and the supercapacitor module 180 are insufficiently supplied, will the battery module 170 assist in assuming part of the power supply, that is, the solid oxide fuel cell module 110, the supercapacitor module 180, and the battery module 170 jointly supply power to the aircraft 300.

[0109] The combined structure of the solid oxide fuel cell module 110, the battery module 170 and the supercapacitor module 180 solves the shortcomings of each of them as a power source, greatly improves the cruising time and extends the service life, and saves energy.

[0110] In summary, the hybrid power device 10 and the aircraft 300 provided by the embodiments of the present invention have the following beneficial effects, including:

[0111] 1. In an embodiment of the present invention, a hybrid power device 10 includes a power system 100 comprising a solid oxide fuel cell module 110, a battery module 170, and a supercapacitor module 180. The solid oxide fuel cell module 110 can charge the battery module 170 and the supercapacitor module 180, extending the vehicle's cruising range. The combined structure of the solid oxide fuel cell module 110, the battery module 170, and the supercapacitor module 180 overcomes the limitations of each individual power source, significantly improving cruising range and extending service life while conserving energy.

[0112] 2. The solid oxide fuel cell module 110 utilizes a metal support 140 to achieve indirect internal reforming, reducing carbon deposits on the anode 151 and improving cell performance. The unique structural design of the metal support 140 enables self-sealing of the fuel flow path and reduces the number and weight of structural components such as metal connectors, end plates, and sealing materials, resulting in lightweight design, improved power-to-weight ratio, and high output voltage. The metal support 140 also provides fast start-stop speeds and excellent thermal shock resistance.

[0113] 3. Air passing through heat exchange power supply box 123 effectively cools battery module 172 and supercapacitor 182, improving energy utilization. Water vapor in the exhaust is recovered, reducing the amount of water carried by aircraft 300 during takeoff, thereby increasing the lightweighting and integration of hybrid power unit 10. This improves the safety of battery module 170 and supercapacitor module 180 while also enabling energy recovery and energy conservation.

[0114] The aircraft 300 provided in the embodiment of the present invention includes the above-mentioned hybrid power device 10, which can achieve optimal power distribution of each module of the power supply system 100, which is beneficial to extending the service life of the power supply system 100 and reducing fuel consumption.

[0115] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A hybrid power device, characterized in that: Including power supply system and control system; The power supply system includes a solid oxide fuel cell module, a battery module and a supercapacitor module arranged in a heat exchange power supply box; the heat exchange power supply box is provided with heat dissipation fins; The solid oxide fuel cell module includes a battery / stack, a heater, a fuel tank, an air pump, a heat exchanger, a burner, and a first DC-DC converter; the air pump and the fuel tank are respectively connected to the heat exchanger, the heat exchanger is respectively connected to the burner and the battery / stack, and the battery / stack is connected to the burner; the first DC-DC converter is connected to the power output end of the battery / stack; the heat exchange power box is provided with an air inlet and an exhaust port for air circulation, and the air inlet and the exhaust port are respectively connected to the air path connected to the air pump; the heater is connected to the battery module and / or supercapacitor module, and the heater is used to heat the battery / stack; The control system includes an operation control module and an energy management module; The operation control module includes a sensor and a controller, the sensor is connected to the controller, and the sensors are respectively arranged on the air path connected to the fuel tank and the air pump; The power output end of the first DC-DC converter, the output end of the battery module and the output end of the supercapacitor module are respectively connected to the input end of the energy management module; The energy management module is connected to the controller, and is used to connect to the power input terminal of the electrical appliance to obtain the required power of the electrical appliance and calculate the output power of the solid oxide fuel cell module, the battery module and the supercapacitor module based on the required power of the electrical appliance; the controller controls the input parameters of the fuel tank and the air pump based on the output power of the solid oxide fuel cell module; wherein the input parameters include temperature, flow rate and pressure; The solid oxide fuel cell module includes an integrated plate battery / stack with several batteries integrated on a metal support body; the metal support body has a first surface and a second surface arranged opposite to each other and a self-sealing gas flow channel formed between the first surface and the second surface; at least one of the first surface and the second surface is provided with a breathable through hole area including several through holes; the breathable through hole area is connected to the gas flow channel; the surface of the metal support body is covered with an insulating layer; the through holes in the breathable through hole area pass through the insulating layer; batteries are provided on the side of the insulating layer away from the metal support body; each of the batteries corresponds one-to-one to the breathable through hole area, and multiple batteries are connected in series and parallel.

2. The hybrid power device according to claim 1, characterized in that During the startup phase of the solid oxide fuel cell module, the battery module and the supercapacitor module jointly supply power to the solid oxide fuel cell module and the control system; During the stable power generation phase of the solid oxide fuel cell module, the cells / stacks in the solid oxide fuel cell module charge the battery module and the supercapacitor module respectively; and the cells / stacks supply power to the control system, the heater and the air pump.

3. The hybrid power device according to claim 1, characterized in that The electrical appliance includes an aircraft. When the aircraft is in a cruising state, the solid oxide fuel cell module supplies power to the aircraft. When the aircraft is in a takeoff, hovering or anti-turbulence state, the solid oxide fuel cell module is combined with a supercapacitor module to supply power to the aircraft, or the solid oxide fuel cell module is combined with a supercapacitor module and the battery module to supply power to the aircraft.

4. The hybrid power device according to claim 1, characterized in that The solid oxide fuel cell module includes a first pipeline, a second pipeline, a third pipeline, a fourth pipeline, a fifth pipeline and a sixth pipeline; One end of the first pipeline is connected to the fuel tank, and the other end is connected to the inlet of the battery / fuel stack; the first pipeline passes through the heat exchanger; One end of the second pipeline is connected to the burner, and the other end is connected to the first pipeline and is located between the heat exchanger and the battery / stack; One end of the third pipeline is connected to the air pump, and the other end is connected to the inlet of the battery / stack; the third pipeline passes through the heat exchanger; One end of the fourth pipeline is connected to the burner, and the other end is connected to the third pipeline and is located between the heat exchanger and the battery / stack; One end of the fifth pipeline is connected to the outlet of the battery / stack, and the other end is connected to the burner; One end of the sixth pipeline is connected to the burner, and the other end is connected to the heat exchanger; The sensors include a flow sensor, a temperature sensor and a pressure sensor. The flow sensor, the temperature sensor and the pressure sensor are respectively provided on the first pipeline and the third pipeline; the flow sensor is respectively provided on the second pipeline and the fourth pipeline; and the temperature sensor is provided on the fifth pipeline.

5. The hybrid power device according to claim 1, characterized in that: The battery module includes a first charger, a battery, and a second DC-DC converter connected in sequence; the input end of the first charger is connected to the output end of the first DC-DC converter, and the output end of the second DC-DC converter is connected to the input end of the air pump and the input end of the energy management module respectively; The supercapacitor module includes a second charger, a supercapacitor and a third DC-DC converter connected in sequence; the input end of the second charger is connected to the output end of the first DC-DC converter, and the output end of the third DC-DC converter is connected to the input end of the energy management module.

6. The hybrid power device according to claim 1, characterized in that The fuel gas flow channel further includes a reaction medium flow channel area, an inlet, and an outlet. The reaction medium flow channel area is disposed between the first surface and the second surface and is spaced apart from the first surface and the second surface respectively. The inlet and the outlet are respectively connected to the reaction medium flow channel area. The reaction medium flow channel area is arranged corresponding to the air permeable through hole area, and the through holes of the air permeable through hole area are connected to the reaction medium flow channel area.

7. The hybrid power device according to claim 1, characterized in that The sensor further includes a power detector, which is used to connect to the electrical appliance to obtain the required power of the electrical appliance.

8. The hybrid power device according to any one of claims 1 to 7, characterized in that: Also includes a water tank, a first evaporator, a second evaporator and a condenser; The water tank is connected to the first evaporator, the fuel tank is connected to the second evaporator, the first evaporator and the second evaporator are respectively connected to the heat exchanger, the condenser is respectively connected to the burner and the water tank; the battery module is respectively connected to the first evaporator and the second evaporator.

9. An aircraft, characterized in that: Comprising the hybrid power device according to any one of claims 1 to 8.

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