Hypersonic aircraft multi-mode energy supply system with variable topological structure

Abstract

The invention discloses a hypersonic aircraft multi-mode energy supply system of a variable topological structure. The hypersonic aircraft multi-mode energy supply system comprises an oil pump, a turbine gas engine-ramjet combined power device, a heat pipe, an oil-gas turbine, a generator, a hydrocarbon fuel reforming device, an SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a super capacitor, a water storage barrel and a gas storage tank. Comprising airborne fuel oil circulation, heat circulation, energy circulation and water circulation. The SOFC fuel cell is connected with the system power module, and the lithium battery and the super capacitor are connected with the system power module. Main energy sources of system power generation are chemical energy of aviation kerosene and an airborne heat source. The high-efficiency energy utilization architecture provided by the invention is used for meeting the specific system wide-speed-range cooling requirement, high-power pulse energy rapid extraction and other energy requirements of the horizontal take-off and landing hypersonic aircraft.

Description

Technical Field

[0001] The present invention belongs to the technical field of integrated energy and thermal management of aircraft, and in particular relates to a multi-modal energy supply system for a hypersonic aircraft with a variable topology structure. Background Art

[0002] The unique working mode of "reusable, horizontal take-off and landing, Mach number 0-5 or even wider speed range" of the horizontal take-off and landing hypersonic aircraft, the multi-modal working characteristics of the combined power engine equipped with the energy demand of "high power energy demand, pulse energy extraction impact" of the airborne equipment, the problems of airborne energy shortage and pulse load impact are very prominent. At the same time, with the increase of flight Mach number and the extension of flight time, high-temperature heat flow gradually forms on the outer surface of the aircraft and the wall of the engine of the hypersonic aircraft, and there is an obvious problem of thermal management overheating. In this extreme thermal environment, thermal protection technology is urgently needed to protect the heated parts. Under the flight conditions of Mach number 3 to 5, the temperature of the aircraft surface can rise to more than 1000℃, and the local temperature of the outer surface of the aircraft under higher flight speed conditions is as high as 2000℃; at the same time, the waste heat brought by the radar and electrical equipment in the aircraft cabin needs to be reasonably regulated to ensure that each component is within the normal operating temperature range. Therefore, it is necessary to design a variable topology hypersonic aircraft energy supply system that can adaptively distribute the working fluid / energy flow rate according to the total thermal load and energy demand of the aircraft under different modes, so as to solve the prominent "more heat and less energy" problem during the aircraft's flight mission.

[0003] The traditional cooling methods for hypersonic aircraft are divided into active cooling and passive cooling, which mainly help the body to dissipate heat by using special coatings on the body structure, changing the surface texture shape and improving the structural materials. However, these methods require additional costs due to the artificial design of the aircraft surface structure. At the same time, in different flight modes, conventional cooling methods cannot determine the size of the aircraft's thermal load, which can easily cause insufficient heat dissipation and cause thermal management overheating, or excessive use of heat dissipation materials, resulting in cost waste.

[0004] In terms of energy supply, when the aircraft is flying at low speed (Ma=0-3), the turbine engine is the main power source. The traditional power extraction and energy supply are relatively mature, but under high-speed flight conditions (Ma>3), there is still a great demand for work around energy supply architecture solutions. At present, many scholars have proposed solutions to the problem of energy shortage in hypersonic flight. In recent years, solutions and variations such as "oil and gas turbine power supply based on fuel cracking", "thermoelectric power generation", and "closed Brayton cycle" have emerged. However, through research, it is found that these energy architecture methods still have problems such as the difficulty in studying the cracking process of hydrocarbon fuels, the ability to absorb heat from the bulkhead is limited by the amount of hydrocarbon fuels, the complexity of the circulation system, the additional weight of the additional equipment, and the large energy demand. Summary of the invention

[0005] In summary, in view of the dual needs of cooling and energy supply for the current horizontal take-off and landing hypersonic aircraft, for high-speed flight conditions, on the premise of minimizing weight compensation and alleviating the above problems, the purpose of the present invention is to provide a variable topology energy supply system for horizontal take-off and landing hypersonic UAV, which can adaptively control the working fluid flow rate through parameterized adjustment of the control section, match the working characteristics between components according to the flow supply relationship of the working fluid and energy in the components under different working conditions, and meet the cooling and energy requirements of the horizontal take-off and landing hypersonic aircraft in different working modes, and then develop new architectures for different modes to support its "reusable, horizontal take-off and landing, and wide-range operation" characteristics.

[0006] The purpose of the present invention is achieved through the following technical solutions: A multi-modal energy supply system for a hypersonic aircraft with a variable topology structure, characterized in that it includes an oil pump, a turbine gas engine-ramjet engine combination power unit, a heat pipe, an oil and gas turbine, a generator, a hydrocarbon fuel reforming device, an SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a supercapacitor, a water storage barrel, and an air storage tank; the oil pump is connected to the turbine gas engine-ramjet engine combination power unit through a valve A1, and is connected to the hydrocarbon fuel reforming device through a valve A2; the tail nozzle of the turbine gas engine-ramjet engine combination power unit is connected to the heat exchanger A through a heat pipe, and the friction heat generated by the outer wall of the combustion chamber of the ramjet engine and the front end skin of the aircraft is connected to the heat exchanger B through a heat pipe; the SOFC fuel The battery is connected to the heat exchanger A through a heat pipe, and the SOFC fuel cell is connected to the oil and gas turbine and the water storage tank; the heat exchanger A is connected to the hydrocarbon fuel reforming device through valve C1, and is connected to the gas storage tank through valve C2, the gas storage tank is connected to the hydrocarbon fuel reforming device and is connected to the oil and gas turbine through the compressor, and the gas storage tank is connected to the turbine gas engine-ramjet engine combination power unit; the heat exchanger B is connected to the hydrocarbon fuel reforming device through valve B1, is connected to the turbine gas engine-ramjet engine combination power unit through valve B2, and is connected to the oil and gas turbine through valve B3; the oil and gas turbine is connected to the system power module through a generator; the SOFC fuel cell is connected to the system power module, and the lithium battery and the supercapacitor are connected to the system power module.

[0007] The present invention makes full use of liquid metal heat pipes to collect and transfer heat from pneumatics, combustion and chemical reactions; adopts hydrocarbon fuel reforming to produce hydrogen as a regenerative cold source; regulates the flow of working fluid through valves to match the demand for cooling and heating; combines high-efficiency SOFC power generation with oil and gas turbine-motor, supercapacitor, and lithium battery multi-source multi-energy storage system. According to the update of the working conditions under different modes, the heat source is analyzed, and the valve opening is adjusted accordingly to regulate the flow of working fluid, and the working fluid flow and energy flow are used to connect the operation of different components.

[0008] In mode 1, if Figure 1 Flight conditions: speed range is 0-3 Ma, flight altitude is 0-13,000 meters. The flight speed is very low and the fuselage generates very little heat. The turbojet engine is started, and the ramjet engine is not started.

[0009] Onboard fuel circulation: Valve A1 regulates the onboard fuel flow and delivers it to the turbojet engine, only providing energy to the aircraft power system. The energy supply system does not consume fuel.

[0010] Thermal cycle: The operating conditions are located at the beginning and end of the entire flight route. At the beginning of the route, the bionic heat pipe absorbs the waste heat from the tail nozzle of the turbojet engine and the heat from the chemical reaction of the SOFC, and is connected to the heat exchanger A to transfer the heat to the heat exchanger A. The heat exchanger A heats the mixed gas (CO2, water vapor, H2, etc.) provided by the gas tank through the heat pipe, and the mixed gas after absorbing heat is sent to the oil and gas turbine to perform work.

[0011] Energy cycle: The high-temperature mixed gas enters the oil-gas turbine to expand, dissipate heat and perform work. The oil-gas turbine converts mechanical work into electrical energy in the generator by rotating the shaft. The cooled gaseous working fluid enters the SOFC for chemical reaction to generate electricity. When the energy supply is still insufficient, lithium batteries are used as a stable power output to ensure that the system power requirements are met.

[0012] Water cycle: After SOFC generates electricity, it is connected to a water storage tank to store the water generated by the reaction.

[0013] In mode one, due to the improvement in the system's work capacity, it is no longer necessary to extract power from the gas turbine engine shaft, which no longer affects the thrust supply of the power system, allowing the aircraft to have better acceleration performance.

[0014] In mode 2, if Figure 2 Flight conditions: Flight speed is Ma1-2.2, and the flight altitude is 13,000-20,000 meters. The flight speed is low and the fuselage generates less heat. The turbojet engine is started, and the ramjet engine is not started.

[0015] Onboard fuel circulation: Valve A1 preferentially regulates the onboard fuel to be sent to the turbojet engine, and then adjusts the opening of valve A2 according to demand. A portion of it is sent to reformer A for reforming to produce hydrogen and then stored in the gas tank.

[0016] Thermal cycle: The bionic heat pipe absorbs the waste heat from the tail nozzle of the turbojet engine and the heat from the chemical reaction of the SOFC, and is connected to the heat exchanger A to transfer the heat to the heat exchanger A. The liquid metal in the heat pipe absorbs the heat from the heat exchanger A, and the flow of the liquid metal is distributed through valves C1 and C2. Valve C1 transfers the heat to the reformer A, and valve C2 transfers the heat to the mixed gas (CO2, water vapor, H2, etc.) carried by the fuselage during takeoff.

[0017] Energy cycle: Gaseous small molecule fuel is fed into SOFC for chemical reaction to generate electricity. In the case of insufficient energy supply, lithium batteries are used as a stable power output to ensure that the system power requirements are met.

[0018] Water cycle: The water storage tank provides water to the reformer for the chemical reaction of reforming and producing hydrogen. The produced hydrogen is sent to the gas storage tank to provide gaseous small molecule fuel to the SOFC. After the chemical reaction generates electricity, the water storage tank is connected to store the water generated by the reaction, forming a closed cycle with the reformer.

[0019] In mode 2, since the original onboard mixed gas (CO2, water vapor, H2, etc.) is consumed in large quantities, the system reaches thermal equilibrium and power supply and demand balance by consuming fuel. The oil and gas turbine does not do work.

[0020] In mode three, Figure 3 Flight conditions: Flight speed is 3-5 Ma, flight altitude is 20,000-28,000 meters. Aircraft heat is large and system heat is high. Turbojet engine is disabled and ramjet engine is started.

[0021] Onboard fuel circulation: Valve A1 preferentially regulates the onboard fuel to be sent to the ramjet engine, and then adjusts the opening of valve A2 according to demand. The other part is sent to the reformer A for reforming and used to produce hydrogen.

[0022] Thermal cycle: The bionic heat pipe absorbs the waste heat from the tail nozzle of the ramjet engine and absorbs the heat of the chemical reaction of the SOFC and sends it to the heat exchanger A; the heat load of the fuselage structure is transferred to the heat exchanger B. The liquid metal in the heat pipe absorbs the heat of the heat exchanger A, and the flow of the liquid metal is distributed through valves C1 and C2. Valve C1 transfers the heat to the reforming device A, and valve C2 transfers the heat to the mixed gas (CO2, water vapor, H2, etc.) carried by the fuselage during takeoff. The liquid metal in the heat pipe absorbs the heat of the heat exchanger B, and the flow of the liquid metal is distributed through valves B1, B2, and B3. According to the demand, valve B1 sends the heat to the reformer A, valve B3 sends the heat to the oil and gas turbine, and valve B2 sends the heat to the combustion chamber of the ramjet engine.

[0023] The engine combustion chamber wall cooling channel and reformer B are integrated in the turbo gas engine-ramjet engine combined power unit. During the hypersonic flight of the aircraft with a Mach number greater than three, the turbojet engine is shut down and the ramjet engine is started. At this time, the ramjet engine combustion chamber wall generates huge heat due to high-temperature combustion, and the working process of reformer B is an endothermic process, thereby reforming the kerosene supplied by the kerosene pump to produce hydrogen, and sending the hydrogen into the gas tank for storage.

[0024] Energy cycle: The gas tank is connected to the oil and gas turbine, where the gas expands and cools down. In generator 2, the mechanical work is transmitted to the generator through the rotating shaft to generate electricity. The oil and gas turbine is connected to the SOFC, and the gaseous small molecule fuel after cooling and pressurization is sent to the SOFC for chemical reaction to supply electricity. When the energy supply is still insufficient, the lithium battery is used as a stable power output to ensure that the system power demand is met. When the aircraft needs instantaneous high power output, the energy storage in the supercapacitor is used to provide timely output power compensation.

[0025] Water cycle: The water storage tank provides the water required by the reformer, and the onboard kerosene is chemically reacted to produce gaseous small molecule fuel, which is then sent to the gas storage tank for storage. After the SOFC generates electricity, it is connected to the water storage tank to store the water generated by the reaction, forming a closed cycle with the reformer.

[0026] In mode three, the heat sources are the outer wall of the ramjet combustion chamber, the waste heat recovery of the tail nozzle, the friction heat of the aircraft front skin, and the heat of the chemical reaction with SOFC. Due to the high flight speed in this working mode, the aircraft skin is adequately heated, the heat of the reforming hydrogen production reaction is sufficient, the reaction rate can be controlled by the fuel flow rate, the oil and gas turbine and SOFC work fully, and the SOFC further provides heat, forming a virtuous cycle of cogeneration.

[0027] The present invention has the following gain effects: A greater degree of energy recycling is achieved. In addition to the heat cycle, the more important thing is the circulation of the working fluid: water, high-temperature and high-pressure gas, and hydrogen are all renewable working fluids that can be recycled in the system. Therefore, in addition to the onboard energy storage device, the onboard water tank and gas tank are also storage devices for excess heat and electrical energy in the system, thereby ensuring that the system can achieve effective coordination of component work and balance of working fluids in all working conditions, and achieve energy supply matching after mode switching. In addition, the system is equipped with lithium battery modules and supercapacitor modules as auxiliary modules for power management under different working conditions to ensure the optimal utilization of system power under all working conditions. The components in the energy supply system designed in this article are as modular as possible, and can form a variety of topological structures according to the connection relationship and working status of the components, and operate at different stages in the full flight profile. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the configuration of the 0-3 Mach system driven by the turbine in the present invention.

[0029] Figure 2 This is a schematic diagram of the configuration of a 1-2.2 Mach system driven by a turbine in the present invention.

[0030] Figure 3 Schematic diagram of the configuration of the Mach 3-5 system driven by a pulsed high-power output ramjet engine in the present invention. DETAILED DESCRIPTION

[0031] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0032] A combined heat and power system for a variable topology horizontal take-off and landing hypersonic aircraft, comprising an oil pump, a turbine gas engine-ramjet engine combination power unit, a heat pipe, an oil and gas turbine, a generator, a hydrocarbon fuel reforming device, an SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a supercapacitor, a water storage barrel, and an air storage tank; the oil pump is connected to the turbine gas engine-ramjet engine combination power unit through a valve A1, and is connected to the hydrocarbon fuel reforming device through a valve A2; the tail nozzle of the turbine gas engine-ramjet engine combination power unit is connected to the heat exchanger A through a heat pipe, and the friction heat generated by the outer wall of the combustion chamber of the ramjet engine and the front end skin of the aircraft is connected to the heat exchanger B through a heat pipe; the SOFC fuel cell The SOFC fuel cell is connected to the oil and gas turbine and the water storage tank through the heat pipe; the heat exchanger A is connected to the hydrocarbon fuel reforming device through the valve C1, and is connected to the gas storage tank through the valve C2, the gas storage tank is connected to the hydrocarbon fuel reforming device and is connected to the oil and gas turbine through the compressor, and the gas storage tank is connected to the turbine gas engine-ramjet combination power unit; the heat exchanger B is connected to the hydrocarbon fuel reforming device through the valve B1, is connected to the turbine gas engine-ramjet combination power unit through the valve B2, and is connected to the oil and gas turbine through the valve B3; the oil and gas turbine is connected to the system power module through the generator; the SOFC fuel cell is connected to the system power module, and the lithium battery and supercapacitor are connected to the system power module.

[0033] The system regulates the working fluid through valves, and transports working fluids such as fuel and liquid metal after absorbing heat in the heat pipe to the inside of the components according to the heat absorption and release requirements of different components, so as to manage and utilize heat and improve the energy utilization efficiency and operating performance of the system. The main heat sources are the outer wall of the engine combustion chamber, the waste heat recovery of the engine nozzle, the friction heat generated by the aircraft skin, and the heat dissipation of the SOFC fuel cell. The system uses the reforming device and the oil and gas turbine as the main regenerative cold source, and the turbine and the SOFC fuel cell are the main power generation devices. The main energy source of the system power generation is the chemical energy of aviation kerosene and the airborne heat source. The lithium battery has two main functions in the energy architecture of this article. One is to balance the power fluctuation of SOFC, and the other is to meet some instantaneous small power requirements.

[0034] Among them: In mode 1, the flight conditions: the speed range is 0-3 Ma, and the flight altitude is 0-13,000 meters. The flight speed is extremely low and the body generates very little heat. The turbojet engine is started and the ramjet engine is not started.

[0035] The main heat sources are the waste heat recovery from the engine nozzle and the heat from the chemical reaction of the SOFC, which are transmitted to the heat exchanger A through the heat pipe to heat the original mixed gas (CO2, water vapor, H2, etc.) in the gas tank, and then the high-temperature and high-pressure gas expands through the turbine to do work. The cooled gas continues to be input into the SOFC to generate electricity, and the lithium battery also serves as an auxiliary to the SOFC power generation. This mode can usually be used in conditions where the flight speed is low and the body generates less heat. Such conditions are located at the beginning and end of the entire flight route. At the beginning of the route, the mixed gas carried by the body during takeoff is used, or the large amount of mixed gas stored when the body is flying at high speed is used. SOFC and turbine work together. Since SOFC itself generates heat, the use of SOFC needs to assist the corresponding turbine to absorb heat to control the temperature of the system.

[0036] This working mode consumes the gaseous working fluid stored in the body to expand, dissipate heat and do work. The suitable working range is 0-3Mach and the flight altitude is 0-13,000 meters. Due to the improved work capacity of the system, it is no longer necessary to extract power from the gas turbine engine shaft, which no longer affects the thrust supply of the power system, allowing the aircraft to have better acceleration performance.

[0037] In mode 2, if Figure 2 Flight conditions: Flight speed is Ma1-2.2, and the flight altitude is 13,000-20,000 meters. The flight speed is low and the fuselage generates less heat. The turbojet engine is started, and the ramjet engine is not started.

[0038] The main working parts are the reforming device and SOFC. The aviation kerosene is regulated by valves A1 and A2. According to the demand, after the engine demand is met through valve A1, it is transported to the reforming A through valve A2 for hydrogen production endothermic reaction, while evacuating the heat generated by the body and SOFC. The small molecule gaseous fuel produced is sent to SOFC to generate electricity for the system. This mode is suitable for working conditions with low system power. The power supply of SOFC alone can meet the system demand. At the same time, due to the small required hydrogen flow rate, the corresponding mixed gas mass flow rate is small, which is not enough to drive the turbine expansion to do work. Therefore, only the reforming reaction absorbs heat, which requires the consumption of corresponding aviation kerosene, and the hydrogen produced is often larger than the hydrogen consumed by the SOFC that generates the corresponding heat. Therefore, while meeting the system demand, this power can reserve the onboard working fluid (mixed gas and hydrogen) for the needs of subsequent flights.

[0039] Compared with the first working mode, this working mode consumes fuel to make the system reach thermal balance and power supply and demand balance. If the onboard gas working fluid is sufficient, the first working mode is used in a limited manner. If the onboard gas has been consumed in large quantities, the second working mode can be used to reserve working fluid. Since there is no turbine work, this working mode is also suitable for low-speed flight conditions: the flight speed is Ma1-2.2 and the flight altitude is 13,000-20,000 meters.

[0040] In mode three, Figure 3 This working mode usually works in the conditions where the onboard heat is large and the system heat is large: the flight speed is 3-5Ma, and the flight altitude is 20,000-28,000 meters. The onboard heat is large and the system heat is large. The turbojet engine is disabled and the ramjet engine is started.

[0041] The reforming hydrogen production chemical reaction and turbine expansion work absorb airborne heat energy, and at the same time, SOFC and turbine convert chemical energy and heat energy into electrical energy for system supply. Since the power output of SOFC is limited by its design, there is an upper limit for power generation, and reforming cannot completely absorb the heat generated by SOFC, when the system power demand is large, the turbine-motor is mainly used to supplement the power supply and consume the excess heat energy of the system.

[0042] The flight speed of mode 3 is 3-5 Ma, the ramjet engine is the power device, and the system energy demand is the same as mode 2. The working process of the energy supply system is as follows: Figure 3 As shown, the heat sources are the outer wall of the ramjet combustion chamber, the waste heat recovery of the tail nozzle, the friction heat of the aircraft front skin, and the heat of the chemical reaction with SOFC. Due to the high flight speed in this working mode, the aircraft skin is adequately heated, the heat of the reforming hydrogen production reaction is sufficient, the reaction rate can be controlled by the fuel flow rate, the oil and gas turbine and SOFC work fully, and the SOFC further provides heat, forming a virtuous cycle of combined heat and power. At this time, the system has sufficient energy supply to charge the onboard energy storage equipment (lithium batteries and supercapacitors), thereby making full use of the high-speed heat source and converting it into usable energy to prepare for energy storage for subsequent high-power output.

[0043] The system regulates the flow of the medium by controlling the valve, and transports the fuel oil, liquid metal after absorbing heat and other media to the inside of the components for heat control and utilization according to the heat absorption and release requirements of each component, so that the operating status of each component can be understood and the performance profile of the component can be mastered. At the same time, the system is mainly composed of a turbine-based combined cycle (TBCC), a water storage tank, a reforming device, a gas storage tank, an oil and gas turbine-generator and a solid oxide fuel cell (SOFC), making full use of the heat from the outer wall of the engine combustion chamber, the waste heat from the tail nozzle, the friction heat of the aircraft skin and the heat dissipation of the SOFC, so that the components are more closely matched and the energy utilization efficiency is improved. The given three modes can also fully explain the structure of this system and the working principle and energy conversion mode of the components, meeting the corresponding requirements of the "reusable, horizontal take-off and landing, and wide-range operation" problems unique to horizontal take-off and landing hypersonic aircraft.

[0044] The system described in the present invention is mainly composed of a turbine gas engine-ramjet combined power system, a bionic heat pipe, a reforming-combustion chamber integrated device, an oil and gas turbine-generator, a hydrocarbon fuel reforming device, a SOFC fuel cell, a heat exchanger, a lithium battery, a supercapacitor, a flywheel, a water storage tank, and a gas storage tank. The characteristics of the system include: 1) Based on the multi-source architecture of hydrocarbon fuel chemical energy / heat / battery energy storage, a multi-source energy characteristic and matching technology are used to establish an energy cascade utilization scheme; 2) The bionic heat pipe absorbs the heat generated by the tail nozzle waste heat, the heat of the outer wall of the combustion chamber, and the aerodynamic heat of the skin; 3) The system forms a regenerative cold source through the reforming components and the oil and gas turbine working components to efficiently utilize the airborne heat; 4) The mass flow rate of the working fluid is adaptively regulated by the control section, and the working fluid / energy flow path of the components is allocated according to the heat dissipation and energy supply requirements of the system; 5) The oil and gas turbine, SOFC fuel cell, lithium battery, supercapacitor, and flywheel are the main power generation devices. The main energy sources for the system's power generation are the chemical energy of aviation kerosene and the airborne heat source. The energy efficient utilization architecture of the present invention serves the energy requirements of the system wide speed range cooling, high-power pulse energy rapid extraction, etc., which are unique to horizontal take-off and landing hypersonic aircraft. Different from the conventional cycle mode, the higher the speed of the working condition, the more abundant the system energy supply, so that the energy system can allocate and store heat and electric energy in the full range of working conditions.

Claims

1. A multi-modal energy supply system for a hypersonic aircraft with a variable topology structure, characterized in that: It includes an oil pump, a turbine gas engine-ramjet engine combined power unit, a heat pipe, an oil and gas turbine, a generator, a hydrocarbon fuel reforming device, an SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a super capacitor, a water storage barrel, and an air storage tank; the oil pump is connected to the turbine gas engine-ramjet engine combined power unit through a valve A1, and is connected to the hydrocarbon fuel reforming device through a valve A2; the tail nozzle of the turbine gas engine-ramjet engine combined power unit is connected to the heat exchanger A through a heat pipe, and the friction heat generated by the outer wall of the combustion chamber of the ramjet engine and the front end skin of the aircraft is connected to the heat exchanger B through a heat pipe; the SOFC fuel cell is connected to the heat exchanger A through a heat pipe, and the SO The FC fuel cell is connected to the oil and gas turbine and the water storage tank; the heat exchanger A is connected to the hydrocarbon fuel reforming device through valve C1, and is connected to the gas storage tank through valve C2, the gas storage tank is connected to the hydrocarbon fuel reforming device and is connected to the oil and gas turbine through the compressor, and the gas storage tank is connected to the turbine gas engine-ramjet combined power unit; the heat exchanger B is connected to the hydrocarbon fuel reforming device through valve B1, is connected to the turbine gas engine-ramjet combined power unit through valve B2, and is connected to the oil and gas turbine through valve B3; the oil and gas turbine is connected to the system power module through the generator; the SOFC fuel cell is connected to the system power module, and the lithium battery and the supercapacitor are connected to the system power module.

2. The variable topology hypersonic aircraft multi-modal energy supply system according to claim 1, characterized in that: In the turbine gas engine-ramjet engine combination power unit, an engine combustion chamber wall cooling channel and a reformer B are integrated, and a gas storage tank and a heat exchanger B are connected to the engine combustion chamber wall cooling channel and the reformer B as an integrated whole.

3. The variable topology hypersonic aircraft multi-modal energy supply system according to claim 1, characterized in that: Includes onboard fuel cycle, heat cycle, energy cycle and water cycle.

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