Hydrocarbon fuel cell aero-engine

Abstract

The invention provides a hydrocarbon fuel cell aero-engine, a gas compressor and a fan in the engine are driven by a motor and can also be driven by a turbine shaft, a fuel cell system is located behind a turbine, and a partial oxidation reforming reactor, a combustion chamber, a fuel delivery pump and an exhaust nozzle are sequentially connected. Tail gas of the fuel cell system and gas which does not react completely are used for driving the turbine to rotate, the main shaft is driven to drive the gas compressor and the fan to work, electric energy generated by electrochemical reaction in the fuel cell system can also be used for driving the generator to work, and two working modes of driving the gas compressor and the fan are adopted; the problem of poor economical efficiency caused by the fact that a turbine is used for driving the gas compressor in the high altitude is solved; through the working modes of the dual-drive air compressor and the fan, the engine can be freely switched between the high altitude and the low altitude according to requirements in the using process. The advantages of cleanness and high efficiency of the fuel cell are utilized, and the problem that a traditional aero-engine is high in oil consumption rate is solved.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft propulsion systems and relates to a jet turbine engine, in particular to a carbon-hydrogen fuel cell aviation engine. Background Art

[0002] At present, most aircraft are propelled by turbine engines, which have poor propulsion efficiency and low fuel efficiency. At the same time, the exhaust gas produced by fuel combustion contains a high content of nitrogen oxides, which will cause serious environmental pollution if discharged into the atmosphere. Therefore, there is an urgent need for a high-efficiency, low-pollution propulsion system.

[0003] When a traditional gas turbine aircraft engine is operating normally, it needs to use two-thirds of the turbine's power to drive the compressor. This mode of operation is desirable when operating at low altitudes, but when the aircraft is operating at high altitudes, the turbine is still used to drive the compressor to work, and the output of propulsion power is limited. From the perspective of energy utilization, traditional gas turbine engines convert chemical energy into mechanical energy. If fuel cells can be used to convert the chemical energy of fuel into electrical energy, it can play an important role in reducing aircraft pollution. Summary of the invention

[0004] In view of this, in order to solve the problems of low efficiency, low fuel utilization and serious environmental pollution caused by exhaust emissions after fuel combustion in existing aircraft propulsion systems, and to provide a way for aircraft to exchange drive compressors more freely and conveniently at high and low altitudes, the present invention provides a carbon-hydrogen fuel cell aircraft engine, which is mainly used in aircraft.

[0005] To achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a carbon-hydrogen fuel cell aircraft engine, comprising a fuel cell system, a partial oxidation reformer, a fuel delivery pump, an aircraft propulsion system, an air delivery passage and a fuel delivery passage, wherein the aircraft propulsion system comprises a compressor, a low-pressure turbine, a motor 1, a motor 2, a combustion chamber, a low-pressure shaft, a tail nozzle and a fan, wherein the motor 1, the low-pressure shaft, the low-pressure turbine, the fuel cell system, the partial oxidation reformer, the combustion chamber, the fuel delivery pump and the tail nozzle are connected in sequence, wherein the fan is installed on the periphery of the motor 1, the fuel cell system supplies electric energy to the motor 1 and the motor 2, the air delivery passage comprises an outer duct and an inner duct, the fuel delivery passage comprises a fuel delivery pump, and the fuel from the storage tank is pumped to the partial oxidation reformer through the fuel delivery pump, and the other part is pumped to the combustion chamber;

[0006] The inner duct and the outer duct in the air conveying passage are respectively arranged at the inner and outer ends of the compressor. After being compressed by the fan, the air is compressed twice. A high-pressure shaft is installed on the outer periphery of the low-pressure shaft. The low-pressure shaft is connected to an electric motor. The low-pressure turbine is connected to the fan through the low-pressure shaft, and the high-pressure turbine is connected to the compressor through the high-pressure shaft.

[0007] Furthermore, the air delivery passage is that the air enters from the air intake duct and is compressed twice by the compressor and is divided into three parts: the first part enters the fuel cell system, the second part enters the partial oxidation reformer from the outside of the fuel cell system, and the third part also enters the combustion chamber from the outside of the fuel cell system.

[0008] Furthermore, the high-pressure turbine drives the compressor via a high-pressure shaft, the low-pressure turbine drives the fan via a low-pressure shaft, or the motor 1 drives the fan via a low-pressure shaft, or the motor 2 drives the compressor via a high-pressure shaft.

[0009] Furthermore, the inner duct is located above the motor one, and the compressed air duct is located above the motor two. Both the motor one and the motor two need to be cooled when they are in operation. The outside air passes over the motor one to perform heat exchange and reduce the temperature of the motor one.

[0010] Furthermore, the fuel cell system generates an electrochemical reaction, outputs direct current, and supplies electrical energy to motor 1 and motor 2 through electric wires.

[0011] Furthermore, the fuel cell system is composed of a plurality of battery stacks, and the batteries in each battery stack are connected in series. Air and reformed gas enter the fuel cell system and are distributed to each battery, and electrochemical reactions occur to generate direct current.

[0012] Furthermore, the partial oxidation reformer includes a fuel inlet, an air inlet, a reformed gas outlet and a catalyst. The partial oxidation reformer adopts a plate reactor. The upper end of the partial oxidation reformer is provided with an air inlet and a reformed gas outlet. The air inlet is located at the right end of the reformed gas outlet. The interior of the partial oxidation reformer is equipped with a nickel-based catalyst. The right end of the partial oxidation reformer is provided with a fuel inlet.

[0013] Furthermore, the fuel cell system includes a cathode inlet, an anode inlet and an anode-electrolyte-cathode assembly. The fuel cell system is a tubular structure, using the anode-electrolyte-cathode assembly as a structure for reaction. The inner layer of the anode-electrolyte-cathode assembly is the anode, and the outer layer is the cathode. The reformed gas outlet is collected through a pipeline and sent to the anode inlet of the fuel cell system.

[0014] Furthermore, the combustion chamber is a cubic structure, including an air inlet, a fuel inlet, an exhaust gas and unreacted gas inlet and a fuel gas outlet. The air inlet and the exhaust gas and unreacted gas inlet are provided at the left end of the combustion chamber, the fuel inlet is located at the lower end of the combustion chamber, and the fuel gas outlet is located at the right end of the combustion chamber.

[0015] Furthermore, the air delivery passage is a passage in which the air is compressed twice through the inner duct and the outer duct and then divided into three parts: one part is sent to the cathode inlet of the fuel cell system to undergo an electrochemical reaction with the reformed gas inside the fuel cell system, one part enters the air inlet of the partial oxidation reformer through the outside of the fuel cell system, and the last part enters the air inlet of the combustion chamber through the outside of the fuel cell system.

[0016] The working principle of a carbon-hydrogen fuel cell aircraft engine described in the present invention is:

[0017] The present invention is different from the traditional turbine engine, which uses a turbine to drive the compressor. The present invention is also different from using only the electric energy of the fuel cell to power the motor to drive the compressor. Instead, the two are combined to adopt a dual-drive mode. At high altitudes, in order to prevent uneven force caused by the rotation of the turbine, the fuel cell is used to power the engine, allowing the engine to drive the compressed air through the internal high-pressure shaft to work; at low altitudes, in order to save energy, a traditional turbine can be used to drive the shaft to drive the compressor; the two modes complement each other to make the transition of the aircraft between high and low altitudes more convenient, with lower energy consumption and less pollution. At the same time, the high-temperature combustion gas generated by the combustion chamber and the exhaust gas accelerate the combustion gas through the tail nozzle to generate thrust, pushing the aircraft forward.

[0018] Compared with the prior art, the carbon-hydrogen fuel cell aircraft engine of the present invention has the following beneficial effects:

[0019] (1) Compared with the traditional gas turbine aircraft engine, the present invention has not undergone much structural change, but it has added a way to drive the compressor in terms of performance, while retaining the traditional turbine drive shaft to drive the compressor to work. The aircraft can use the direct current generated by the fuel cell to drive the engine at high altitude, and the engine directly drives the compressor to work through the internal high-pressure shaft, so that the working state of the compressor can be changed by changing the motor, and the compressor and turbine at high altitude are decoupled, thereby solving the stress problem of the compressor and turbine at high altitude, and increasing the working efficiency and flexibility of the aircraft at high altitude.

[0020] (2) The present invention retains the turbine in structure and adds a DC-driven electric motor, so that the aircraft can freely switch between high-altitude and low-altitude operations. This not only reduces the impact of engine power distribution on the engine pressure ratio and temperature ratio, but also improves the engine power at high altitudes and increases fuel utilization.

[0021] (3) The present invention utilizes the high thermal efficiency and low emission rate of environmentally unfriendly gases of fuel cells to solve the problem of low energy consumption and high pollution during the use of traditional aircraft engines.

[0022] (4) The present invention uses partial oxidation reforming to first crack the macromolecular fuel to obtain small molecule fuel, and then reforms the small molecule fuel to obtain small molecule hydrocarbon substances mainly composed of hydrogen. The reformed gas mainly composed of hydrogen from the reforming reactor is transported to the fuel cell system as a reaction gas. After the reforming reactor produces hydrogen through partial oxidation reforming, it is immediately transported to the fuel cell for reaction, which directly solves the difficulties in storing and carrying hydrogen. At the same time, due to the use of partial oxidation reforming, there is no need to carry additional water, so the overall weight of the aircraft is reduced, and unnecessary work is reduced during use; it is an exothermic reaction, does not require an additional heat source, can reduce the space occupied, and the partial oxidation reforming reaction is very rapid, which can fully meet the fuel cell's demand for the reformer, so there is no need for additional supply equipment and storage equipment, which can increase the space utilization of the aircraft and solve the problem of device placement caused by the small space of the aircraft.

[0023] (5) The present invention uses the nozzle as the main device for generating thrust, directly uses the nozzle at the tail of the aircraft to accelerate the high-temperature combustion gas, and then uses the pressure generated by the opposite flow of the high-temperature combustion gas and the outside air to achieve propulsion of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0025] Figure 1 This is a schematic structural diagram of a carbon-hydrogen fuel cell aircraft engine according to the present invention;

[0026] Figure 2 It is a schematic diagram of the working principle of the partial oxidation reformer of the present invention;

[0027] Figure 3 A schematic diagram of the working principle of the fuel cell of the present invention;

[0028] Figure 4 It is a schematic diagram of the working principle of the combustion chamber of the present invention;

[0029] In the figure: 1-inner duct; 2-outer duct; 3-compressor; 4-motor 2; 5-motor 1; 6-fuel cell; 7-partial oxidation reformer; 8-combustion chamber; 9-fuel delivery pump; 10-tail nozzle; 11-low-pressure turbine; 12-high-pressure turbine; 13-high-pressure shaft; 14-low-pressure shaft; 15-fuel inlet; 16-air inlet; 17-reforming gas outlet; 18-catalyst; 19-cathode inlet; 20-anode inlet; 21-anode-electrolyte-cathode assembly; 22-air inlet; 23-fuel inlet; 24-gas outlet; 25-exhaust gas and incompletely reacted gas inlet, 26-fan, 27-electrical wires. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely explain the technical solutions in the embodiments of the present invention. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict, and the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0031] See also Figure 1-4 To illustrate this embodiment, a carbon-hydrogen fuel cell aircraft engine includes a fuel cell system 6, a partial oxidation reformer 7, a fuel delivery pump 9, an aircraft propulsion system, an air delivery passage and a fuel delivery passage, wherein the aircraft propulsion system includes a compressor 3, a low-pressure turbine 11, an electric motor 5, an electric motor 4, a combustion chamber 8, a low-pressure shaft 14, a tail nozzle 10 and a fan 26, wherein the electric motor 5, the low-pressure shaft 14, the low-pressure turbine 11, the fuel cell system 6, the partial oxidation reformer 7, the combustion chamber 8, the fuel delivery pump 9 and the tail nozzle 10 are connected in sequence, wherein the fan 26 is installed on the periphery of the electric motor 5, the fuel cell system 6 supplies electric energy to the electric motor 5 and the electric motor 4, the air delivery passage includes an outer duct 2 and an inner duct 1, and the fuel delivery passage includes a fuel delivery pump 9, and the fuel from the storage tank is pumped to the partial oxidation reformer 7 through the fuel delivery pump 9, and the other part is pumped to the combustion chamber 8;

[0032] The inner duct 1 and the outer duct 2 in the air conveying passage are respectively arranged at the inner and outer ends of the compressor 3. After being compressed by the fan, the air is compressed twice. A high-pressure shaft 13 is installed on the outer periphery of the low-pressure shaft 14. The low-pressure shaft 14 is connected to the electric motor 5. The low-pressure turbine 11 is connected to the fan 26 through the low-pressure shaft 14, and the high-pressure turbine 12 is connected to the compressor 3 through the high-pressure shaft 13.

[0033] The motor 1 5 drives the compressor 3 by driving the low-pressure shaft 14, and the motor 2 4 drives the high-pressure shaft 13; the fuel cell system 6, partial reforming reactor 7, combustion chamber 8, combustion pump 9, and tail nozzle 10 are connected in sequence behind the low-pressure turbine 11; the air delivery path is that the air comes in from the inner duct 1 and the outer duct 2 and is compressed twice by the compressor 3 and is divided into three parts, the first part enters the fuel cell system 6, the second part enters the partial oxidation reformer 7 from the outside of the fuel cell system 6, and the third part also enters the combustion chamber 8 from the outside of the fuel cell system 6; the fuel delivery path is that the fuel is divided into two parts by the fuel delivery pump 9, one part directly enters the combustion chamber 8, and the other part is sent to the partial oxidation reformer 7 to undergo reforming reaction with the air inside the partial oxidation reformer 7.

[0034] The motor 1 5 is connected to the compressor 3 via the low-pressure shaft 14; the motor 2 4 is connected to the compressor 3 via the high-pressure shaft 13; the high-pressure turbine 12 is connected to the compressor 3 via the high-pressure shaft 13, and all three can drive the compressor to work, making the working mode of the compressor 3 more flexible.

[0035] This device has two compression parts (compressor 3 and fan 26), two motors, and two turbines:

[0036] In the first driving mode, the fan 26 is driven by the low-pressure turbine 11 through the low-pressure shaft 14 , and the compressor 3 is driven by the high-pressure turbine 11 .

[0037] In the second driving mode, both the fan 26 and the compressor 3 are driven by the fuel cell system 6. The direct current generated by the fuel cell system 6 after the electrochemical reaction is sent to the motor. The motor 2 4 drives the high-pressure shaft 13 to drive the compressor 3 to work, and the motor 1 5 drives the fan 26 to work.

[0038] In the third driving mode, the fan 26 is driven by the low-pressure turbine 11, and the compressor 3 is driven by the fuel cell system 6. The incompletely reacted gas produced by the fuel cell system 6 causes the high-pressure turbine 12 to rotate, and then drives the high-pressure shaft 14 to drive the compressor 3 to work.

[0039] The exhaust gas and unreacted gas of the fuel cell 6 are recycled to the combustion chamber 8 for combustion, and the generated high-temperature combustion gas enters the tail nozzle 10, where it is accelerated to generate an internal and external pressure difference, thereby propelling the aircraft forward, and finally the exhaust gas is discharged into the atmosphere.

[0040] The inner duct 1 is arranged on the inner periphery of the compressor 3 ; the outer duct 2 is arranged on the outer periphery of the compressor 3 .

[0041] The inner duct 1 and the outer duct 2 are both air delivery passages for the intake of air into the fuel cell propulsion system 6 .

[0042] The compressor 3 is located at the left end of the motor 2 4, the fuel cell system 6 is located at the right end of the motor 2 4, and the inner channel 1 is located at the upper end of the motor 1 5. The motor 1 5 and the motor 2 4 need to be cooled in the working state. The inner channel 1 allows the external cold air to be passed through the heat exchange above the motor 1 5 to reduce the temperature of the motor 1 5. The air compressed twice by the compressor 3 is passed through the fuel cell system above the motor 2 4. The compressed gas has a lower temperature and can exchange heat with the motor 2 4 to reduce the temperature of the motor 2 4.

[0043] The gas compressed by the compressor 3 is passed into the fuel cell system 6 from above the motor. The motor needs to be cooled during use, so the compressed air passes over the motor to exchange heat, increase the temperature of the compressed gas, and then send it to the fuel cell system 6 for electrochemical reaction.

[0044] The fuel cell system 6 undergoes an electrochemical reaction, and the output direct current transmits the electrical energy to the motor 1 5 and the motor 2 4 via the wire 27. The motor 1 5 and the motor 2 4 convert the electrical energy from the fuel cell system 6 into mechanical energy to perform work.

[0045] The fuel cell system 6 is composed of a plurality of battery stacks. The batteries in each battery stack are connected in series. Air and reformed gas enter the fuel cell system 6 and are distributed to each battery. Electrochemical reactions occur inside each battery to generate direct current. By connecting the battery stacks in series, a high-power power generation system is obtained.

[0046] The partial oxidation reformer 7 includes a fuel inlet 15, an air inlet 16, a reformer outlet 17 and a catalyst 18. The partial oxidation reformer 7 adopts a plate reactor. The upper end of the partial oxidation reformer 7 is provided with an air inlet 16 and a reformed gas outlet 17. The air inlet 16 is located at the right end of the reformer outlet 17. The partial oxidation reformer 7 is equipped with a nickel-based catalyst 18. The right end of the partial oxidation reformer 7 is provided with a fuel inlet 15.

[0047] The fuel cell system 6 is a tubular structure, using an anode-electrolyte-cathode assembly 21 as a structure for reaction, the inner layer of the anode-electrolyte-cathode assembly 21 is an anode, and the outer layer is a cathode. The anode inlet 20 of the fuel cell 6 is fed with reformed gas from the reformed gas outlet 17 in the partial oxidation reformer 7, and the cathode inlet 19 of the fuel cell 6 is fed with air compressed by the compressor 3.

[0048] The combustion chamber 8 is a cubic structure, including an air inlet 22, a fuel inlet 23, an exhaust gas and unreacted gas inlet 25 and a gas outlet 24. The air inlet 22 and the exhaust gas and unreacted gas inlet 25 are provided at the left end of the combustion chamber 8, the fuel inlet 23 is located at the lower end of the combustion chamber 8, and the gas outlet 24 is located at the right end of the combustion chamber 8.

[0049] The reformed gas outlet 17 is collected through a pipeline and sent to the anode inlet 20 of the fuel cell system 6 .

[0050] The air delivery passage is a passage in which the air is compressed twice through the inner duct 1 and the outer duct 2 and then divided into three parts. One part is sent to the cathode inlet 19 of the fuel cell system 6 to undergo an electrochemical reaction with the reforming gas inside the fuel cell 6; one part enters the air inlet 16 of the reforming reactor 7 through the outside of the fuel cell system 6; and the last part enters the air inlet 22 of the combustion chamber 8 through the outside of the fuel cell system 6.

[0051] The fuel delivery passage is a passage in which the fuel is directly pumped to the fuel inlet 15 of the plate-type partial oxidation reformer 7 via the fuel delivery pump 9 , and undergoes a reforming reaction with air inside the partial oxidation reformer 7 .

[0052] After the air is compressed twice by the compressor 3, it flows through the outer wall of the motor 2 4 and exchanges heat with the motor 2 4, so that the temperature of the motor 2 4 is reduced and the temperature of the compressed air is increased. The fuel is delivered to the fuel inlet 15 of the partial oxidation reformer 7 through the fuel delivery pump 9, and after being evenly mixed with the air inside the reforming reactor, a reforming reaction occurs under the action of the catalyst 18, and the macromolecular fuel is reformed into a reforming gas mainly composed of hydrogen, which is delivered to the anode inlet 20 of the fuel cell 6, and an electrochemical reaction occurs inside the fuel cell 6 to generate direct current.

[0053] The specific operation process and working principle of a carbon-hydrogen fuel cell aircraft engine described in the present invention are as follows:

[0054] The air from the atmosphere enters the engine through the inner duct 1 and the outer duct 2, and is divided into three parts after being compressed by the compressor 3. One part is sent to the cathode inlet 19 of the fuel cell 6, one part flows from the outside of the fuel cell 6 into the air inlet 16 of the partial oxidation reformer 7, and the last part flows from the outside of the fuel cell 6 into the air inlet 22 of the combustion chamber 8.

[0055] The fuel from the storage tank is pumped partly to the fuel inlet 15 of the partial oxidation reformer 7 and partly to the fuel inlet 23 of the combustion chamber 9 via the fuel delivery pump 9; the fuel and air undergo a reforming reaction inside the partial oxidation reformer 7 under the action of the nickel-based catalyst 18, reforming the macromolecular fuel into a reforming gas mainly composed of hydrogen, and the reformed gas is delivered from the reforming gas outlet 17 of the partial oxidation reformer to the anode inlet 20 of the fuel cell 6.

[0056] At this time, the fuel cell 6 uses the cathode reactant as air and the anode reactant as reformed gas to generate an electrochemical reaction, and electron transfer occurs to generate direct current, which is then transmitted to the motor 1 5 and the motor 2 4 through the wire 12 to make them work, and the electrical energy is converted into mechanical energy. The motor 1 5 is connected to the compressor 3 through the low-pressure shaft 14, and the motor 2 4 is connected to the compressor 3 through the high-pressure shaft 13, and they jointly consume mechanical energy to drive the compressor 3 to work, thereby achieving air compression.

[0057] Another working mode of the compressor 3 compressing air is that the tail gas and the incompletely reacted gas generated by the fuel cell 6 drive the high-pressure turbine 12 to drive the high-pressure shaft 13 to rotate, thereby driving the compressor 3 to work and realize the compression of air. The tail gas and the incompletely reacted gas discharged from the anode-electrolyte-cathode assembly 21 of the fuel cell 6 are passed into the tail gas and incompletely reacted gas inlet 25 of the combustion chamber 8 for combustion, and high-temperature and high-pressure combustion gas is generated. The combustion gas is transported to the tail nozzle 10, and is accelerated in the tail nozzle 10. The high-temperature and high-speed gas is discharged into the atmosphere, and finally the reaction force generated by the airflow realizes the propulsion function of the aircraft.

[0058] The embodiments of the present invention disclosed above are only used to help illustrate the present invention. The embodiments do not describe all the details in detail, nor do they limit the invention to the specific implementation methods described. According to the content of this specification, many modifications and changes can be made. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well.

Claims

1. A carbon-hydrogen fuel cell aircraft engine, characterized in that: The invention comprises a fuel cell system (6), a partial oxidation reformer (7), a fuel delivery pump (9), an aircraft propulsion system, an air delivery passage and a fuel delivery passage, wherein the aircraft propulsion system comprises a compressor (3), a low-pressure turbine (11), a first motor (5), a second motor (4), a combustion chamber (8), a low-pressure shaft (14), a tail nozzle (10) and a fan (26), wherein the first motor (5), the low-pressure shaft (14), the low-pressure turbine (11), the fuel cell system (6), the partial oxidation reformer (7) , a combustion chamber (8), a fuel delivery pump (9), and a tail nozzle (10) are connected in sequence, the fan (26) is installed on the periphery of the motor one (5), the fuel cell system (6) supplies electric energy to the motor one (5) and the motor two (4), the air delivery passage includes an outer duct (2) and an inner duct (1), the fuel delivery passage includes a fuel delivery pump (9), and the fuel from the storage tank is pumped through the fuel delivery pump (9) to pump part of the fuel to the partial oxidation reformer (7) and the other part to the combustion chamber (8); The inner duct (1) and the outer duct (2) in the air conveying passage are respectively arranged at the inner and outer ends of the compressor (3). After being compressed by the fan, the air is compressed twice. A high-pressure shaft (13) is installed on the outer periphery of the low-pressure shaft (14). The low-pressure shaft (14) is connected to an electric motor (5). The low-pressure turbine (11) is connected to the fan (26) through the low-pressure shaft (14), and the high-pressure turbine (12) is connected to the compressor (3) through the high-pressure shaft (13).

2. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The air delivery passage is a passage in which air enters from the air intake duct and is compressed twice by the compressor (3) and then divided into three parts: the first part enters the fuel cell system (6), the second part enters the partial oxidation reformer (7) from the outside of the fuel cell system (6), and the third part also enters the combustion chamber (8) from the outside of the fuel cell system (6).

3. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The high-pressure turbine (12) drives the compressor (3) via the high-pressure shaft, the low-pressure turbine (11) drives the fan (26) via the low-pressure shaft (14), or the motor 1 (5) drives the fan (26) via the low-pressure shaft (14), or the motor 2 (4) drives the compressor (3) via the high-pressure shaft (13).

4. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The inner duct (1) is located above the motor one (5), and the compressed air duct is located above the motor two (4). Both the motor one (5) and the motor two (4) need to be cooled when in operation. When the outside air passes above the motor one (5), heat exchange can be performed to reduce the temperature of the motor one (5).

5. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The fuel cell system (6) generates an electrochemical reaction and outputs direct current to supply electric energy to the motor 1 (5) and the motor 2 (4) through the electric wire (27).

6. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The fuel cell system (6) is composed of a plurality of battery stacks, and the batteries in each battery stack are connected in parallel. Air and reformed gas enter the fuel cell system (6) and are distributed to each battery, where an electrochemical reaction occurs to generate direct current.

7. The carbon-hydrogen fuel cell aircraft engine according to claim 1, characterized in that: The partial oxidation reformer (7) comprises a fuel inlet (15), an air inlet (16), a reformed gas outlet (17) and a catalyst (18). The partial oxidation reformer (7) adopts a plate-type reactor. The upper end of the partial oxidation reformer (7) is provided with an air inlet (16) and a reformed gas outlet (17). The air inlet (16) is located at the right end of the reformed gas outlet (17). A nickel-based catalyst is installed inside the partial oxidation reformer (7). The right end of the partial oxidation reformer (7) is provided with a fuel inlet (15).

8. The carbon-hydrogen fuel cell aircraft engine according to claim 7, characterized in that: The fuel cell system (6) comprises a cathode inlet (19), an anode inlet (20) and an anode-electrolyte-cathode assembly (21). The fuel cell system (6) is a tubular structure, using the anode-electrolyte-cathode assembly (21) as a structure for reaction. The inner layer of the anode-electrolyte-cathode assembly (21) is an anode, and the outer layer is a cathode. The reformed gas outlet (17) is collected through a pipeline and sent to the anode inlet (20) of the fuel cell system (6).

9. The carbon-hydrogen fuel cell aircraft engine according to claim 8, characterized in that: The combustion chamber (8) is a cubic structure, comprising an air inlet (22), a fuel inlet (23), an exhaust gas and unreacted gas inlet (25) and a fuel gas outlet (24); the air inlet (22) and the exhaust gas and unreacted gas inlet (25) are provided at the left end of the combustion chamber (8); the fuel inlet (23) is located at the lower end of the combustion chamber (8); and the fuel gas outlet (24) is located at the right end of the combustion chamber (8).

10. The carbon-hydrogen fuel cell aircraft engine according to claim 9, characterized in that: The air delivery passage is a passage in which the air is compressed twice through the inner duct (1) and the outer duct (2) and then divided into three parts: one part is sent to the cathode inlet (19) of the fuel cell system (6) to undergo an electrochemical reaction with the reformed gas inside the fuel cell system (6); one part enters the air inlet (16) of the partial oxidation reformer (7) through the outside of the fuel cell system (6); and the last part enters the air inlet (22) of the combustion chamber (8) through the outside of the fuel cell system (6).

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