A multi-modal energy supply system for hypersonic aircraft with variable topology

Abstract

The present invention discloses a multi-modal energy supply system for a hypersonic aircraft with a variable topology structure, comprising an oil pump, a turbine gas engine-ramjet combined power unit, a heat pipe, an oil and gas turbine, a generator, a hydrocarbon fuel reforming unit, a SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a supercapacitor, a water storage tank, and an air storage tank; the system includes an onboard fuel cycle, a heat cycle, an energy cycle, and a water cycle. The SOFC fuel cell is connected to the system power module, and the lithium battery and supercapacitor are connected to the system power module. The main energy sources for the system's power generation are the chemical energy of aviation kerosene and an onboard heat source. The energy-efficient utilization architecture of the present invention serves the energy requirements of horizontal take-off and landing hypersonic aircraft, such as the system's wide-speed range cooling requirements and the rapid extraction of high-power pulse energy.

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 hypersonic aircraft with a variable topology structure. Background Art

[0002] Horizontal takeoff and landing hypersonic aircraft are uniquely reusable, operate horizontally over a wide speed range of Mach 0 to 5, and even higher. The multimodal operating characteristics of their combined propulsion engines, combined with the high power and pulse energy extraction demands of onboard equipment, create significant challenges with onboard energy shortages and pulse load shocks. Furthermore, as the flight Mach number and flight duration of hypersonic aircraft increase, high-temperature heat fluxes gradually form on the aircraft's exterior surfaces and engine walls, leading to significant thermal management and overheating issues. In this extreme thermal environment, thermal protection technologies are urgently needed to protect heated areas. Under flight conditions of Mach 3 to 5, aircraft surface temperatures can rise to over 1000°C, and at even higher speeds, localized temperatures can reach as high as 2000°C. Furthermore, waste heat generated by radar and electrical equipment within the aircraft cabin requires proper regulation to ensure that all components remain within their 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 according to the total thermal load and energy requirements of the aircraft under different modes, so as to solve the prominent "more heat and less energy" problem during the aircraft flight mission.

[0003] Traditional cooling methods for hypersonic aircraft include active and passive cooling, primarily through the use of specialized coatings, surface texture modifications, and improved structural materials to dissipate heat. However, these methods incur additional costs due to the artificial design of the aircraft's surface structure. Furthermore, conventional cooling methods are unable to accurately assess the aircraft's thermal load in different flight modes, potentially leading to insufficient heat dissipation and thermal management overheating, or excessive use of heat dissipation materials, resulting in costly waste.

[0004] In terms of energy supply, turbine engines are the primary power source for low-speed flight (Ma = 0-3). Traditional power extraction and energy supply are relatively mature. However, under high-speed flight conditions (Ma > 3), there is still a significant need for research on energy supply architecture solutions. Currently, many scholars have proposed solutions to the energy shortage problem in hypersonic flight. In recent years, solutions such as "fuel cracking-based oil-gas turbine power supply," "thermoelectric power generation," and "closed Brayton cycle" and their variations have emerged. However, research has found that these energy architecture approaches 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 fuel, the complexity of the cycle system, the added weight of additional equipment, and the high energy requirements. Summary of the Invention

[0005] In summary, in view of the dual needs of cooling and energy supply for 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 adaptively controls the working fluid flow through parametric adjustment of the control section, matches the working characteristics between components according to the flow supply relationship between the working fluid and energy in the components under different working conditions, and meets the cooling and energy requirements of horizontal take-off and landing hypersonic aircraft in different working modes, and then develops new architectures for different modes to support its "reusability, horizontal take-off and landing, and wide-range operation" characteristics.

[0006] The purpose of the present invention is achieved through the following technical solutions:

[0007] A multi-modal energy supply system for a hypersonic aircraft with a variable topology structure is characterized by comprising an oil pump, a turbine gas engine-ramjet 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 supercapacitor, a water storage tank, and an air storage tank; the oil pump is connected to the turbine gas engine-ramjet 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 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 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 supercapacitor are connected to the system power module.

[0008] This invention fully utilizes liquid metal heat pipes to collect and transfer heat from aerodynamics, combustion, and chemical reactions; utilizes hydrogen produced by reforming hydrocarbon fuels as a regenerative cooling source; and uses valves to regulate the flow of working fluids to match heating and cooling needs. This multi-source, multi-energy storage system combines high-efficiency SOFC power generation with an oil and gas turbine-motor, supercapacitors, and lithium batteries. Based on the updated operating conditions of different modes, the heat source is analyzed and valve openings are adjusted accordingly to control the flow of working fluids. This utilizes working fluid and energy flows to link the operations of different components.

[0009] In mode 1, if Figure 1 Flight conditions: Speed ​​range: 0-3 Ma, altitude: 0-13,000 meters. The aircraft is operating at very low speeds and generates minimal heat. The turbojet engine is active, but the ramjet engine is not.

[0010] Onboard fuel circulation: Valve A1 regulates the onboard fuel flow and sends it into the turbojet engine, only providing energy to the aircraft power system. The energy supply system does not consume fuel.

[0011] 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 waste heat from the turbojet engine tail nozzle and heat from the SOFC chemical reaction, connects to heat exchanger A, and transfers the heat to heat exchanger A. Heat exchanger A heats the mixed gas (CO2, water vapor, H2, etc.) provided by the gas tank through the heat pipe. The heat-absorbing mixed gas is then fed into the oil and gas turbine to perform work.

[0012] Energy cycle: The high-temperature mixed gas enters the oil-gas turbine, where it expands, dissipates heat, and generates work. The turbine then rotates its shaft, converting the mechanical work into electrical energy in the generator. The cooled gaseous working fluid enters the SOFC for a chemical reaction that generates electricity. If the energy supply is still insufficient, a lithium battery is used as a stable power source to ensure that the system's power requirements are met.

[0013] Water cycle: After SOFC generates electricity, it is connected to a water storage tank to store the water generated by the reaction.

[0014] In mode one, 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, giving the aircraft better acceleration performance.

[0015] In mode 2, if Figure 2 Flight conditions: Flight speed: Mach 1-2.2, altitude: 13,000-20,000 meters. The flight speed is relatively low, generating less heat. The turbojet engine is active, but the ramjet engine is not.

[0016] Onboard fuel circulation: Valve A1 prioritizes the regulation of onboard fuel to feed into the turbojet engine, and then adjusts the opening of valve A2 according to demand. A portion of the fuel is fed into the reformer A for reforming to produce hydrogen, which is then stored in a gas tank.

[0017] Thermal cycle: The bionic heat pipe absorbs waste heat from the turbojet engine tail nozzle and heat from the SOFC chemical reaction, then connects to heat exchanger A and transfers the heat to heat exchanger A. The liquid metal in the heat pipe absorbs heat from heat exchanger A and its flow is distributed through valves C1 and C2. Valve C1 transfers the heat to reformer A, and valve C2 transfers the heat to the mixed gas (CO2, water vapor, H2, etc.) carried by the aircraft during takeoff.

[0018] Energy Cycle: Gaseous small molecule fuel is fed into the SOFC for chemical reaction to generate electricity. In the event of insufficient energy supply, the lithium battery is used as a stable power output to ensure that the system power requirements are met.

[0019] Water circulation: 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.

[0020] In mode 2, the original onboard mixed gas (CO2, water vapor, H2, etc.) is consumed in large quantities, so the system reaches thermal equilibrium and power supply and demand balance by consuming fuel. The oil-gas turbine does not perform work.

[0021] In mode three, Figure 3 Flight conditions: Flight speed 3-5 Ma, flight altitude 20,000-28,000 meters. High onboard heat and system heat. Turbojet engines deactivated, ramjet engines activated.

[0022] Onboard fuel circulation: Valve A1 prioritizes the flow of onboard fuel into the ramjet engine, and then adjusts the opening of valve A2 according to demand. The remaining part is sent to the reformer A for reforming and used to produce hydrogen.

[0023] Thermal Cycle: The bionic heat pipe absorbs waste heat from the ramjet tail nozzle and the SOFC chemical reaction, feeding it into heat exchanger A. The heat load from the fuselage structure is then transferred to heat exchanger B. Liquid metal within the heat pipe absorbs heat from heat exchanger A, with valves C1 and C2 distributing the flow. Valve C1 transfers the heat to reformer A, while valve C2 transfers the heat to the mixed gas (CO2, water vapor, H2, etc.) carried by the aircraft during takeoff. Liquid metal within the heat pipe absorbs heat from heat exchanger B, with valves B1, B2, and B3 distributing the flow. Valve B1 delivers the heat to reformer A, valve B3 to the oil-gas turbine, and valve B2 to the ramjet combustion chamber, depending on demand.

[0024] The turbo-gas engine-ramjet combination power plant integrates the engine combustion chamber wall cooling channels with the reformer B. During hypersonic flight at Mach numbers greater than three, the turbojet engine shuts down and the ramjet starts up. During this time, the ramjet combustion chamber walls generate significant heat due to high-temperature combustion. Reformer B, however, absorbs heat, allowing kerosene supplied by the kerosene pump to be reformed to produce hydrogen, which is then stored in a gas tank.

[0025] Energy Cycle: The gas tank is connected to the oil-gas turbine, where it expands, generates work, and cools. The mechanical work is then transferred to generator 2 via a rotating shaft. The oil-gas turbine is then connected to the SOFC, where the cooled and pressurized gaseous small molecule fuel is fed into the SOFC for a chemical reaction, generating electricity. If the energy supply is still insufficient, a lithium battery provides a stable power source to ensure the system's power requirements are met. When the aircraft requires instantaneous high power output, the energy stored in the supercapacitor provides immediate output power compensation.

[0026] Water cycle: The water tank provides water for the reformer. The onboard kerosene undergoes a chemical reaction to produce gaseous small-molecule fuel, which is then stored in a gas tank. After the SOFC generates electricity, it is connected to the water tank to store the generated water, forming a closed loop with the reformer.

[0027] In Mode 3, heat is generated by the ramjet's combustion chamber, exhaust heat recovery from the tailpipe, frictional heat from the aircraft's nose skin, and chemical reaction heat with the SOFC. Due to the higher flight speed in this mode, the aircraft's skin is adequately heated, and the reforming hydrogen production reaction is sufficiently heated. The reaction rate can be controlled by the fuel flow rate, allowing the oil-gas turbine and SOFC to operate fully, further providing heat from the SOFC, creating a virtuous cycle of combined heat and power.

[0028] The present invention has the following gain effects:

[0029] 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 operation and balance of working fluids in all operating 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 operating conditions, ensuring the optimal utilization of system electrical energy under all operating conditions. The components in the energy supply system designed in this article are as modular as possible, and can form various 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

[0030] Figure 1 This is a schematic diagram of the configuration of the turbine-driven 0-3 Mach system of the present invention.

[0031] Figure 2 This is a schematic diagram of the configuration of the turbine-driven 1-2.2 Mach system of the present invention.

[0032] Figure 3 Schematic diagram of the Mach 3-5 system configuration driven by a pulsed high-power output ramjet engine in the present invention. DETAILED DESCRIPTION

[0033] 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.

[0034] A combined heat and power system for a variable-topology horizontal takeoff and landing hypersonic aircraft includes an oil pump, a turbine gas engine-ramjet combined power unit, a heat pipe, an oil and gas turbine, a generator, a hydrocarbon fuel reforming unit, an SOFC fuel cell, a heat exchanger A, a heat exchanger B, a lithium battery, a supercapacitor, a water storage tank, and an air storage tank. The oil pump is connected to the turbine gas engine-ramjet combined power unit via valve A1 and to the hydrocarbon fuel reforming unit via valve A2. The tail nozzle of the turbine gas engine-ramjet combined power unit is connected to heat exchanger A via a heat pipe, and frictional heat generated by the outer wall of the ramjet combustion chamber and the aircraft's front skin is connected to heat exchanger B via a heat pipe. The SOFC fuel cell It is connected to 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 to the gas storage tank through valve C2, the gas storage tank is connected to the hydrocarbon fuel reforming device and 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, to the turbine gas engine-ramjet engine combination power unit through valve B2, and 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 supercapacitor are connected to the system power module.

[0035] The system regulates working fluids through valves, delivering fuel, liquid metal after absorbing heat in heat pipes, and other working fluids to the interior of components based on the heat absorption and release requirements of different components. This allows for heat management and utilization, improving the system's energy efficiency and operational performance. The primary heat sources come from the outer wall of the engine combustion chamber, waste heat recovery from the engine nozzle, frictional heat generated by the aircraft skin, and heat dissipation from the SOFC fuel cell. The system utilizes a reformer and oil-gas turbine as the primary regenerative cooling sources, with the turbine and SOFC fuel cell as the primary power generation devices. The primary energy sources for power generation are the chemical energy of aviation kerosene and onboard heat sources. Lithium batteries serve two primary functions in this article's energy architecture: balancing SOFC power fluctuations and meeting some transient low-power demands.

[0036] In mode 1, the flight conditions are: speed range 0-3 Ma, altitude 0-13,000 meters. The aircraft is in a very low speed condition, generating very little heat. The turbojet engine is running, but the ramjet engine is not.

[0037] The main sources of heat are waste heat recovered from the engine nozzle and heat from the chemical reaction of the SOFC. This heat is transferred to heat exchanger A through a heat pipe, heating the original mixed gas (CO2, water vapor, H2, etc.) in the gas tank. The high-temperature and high-pressure gas then expands through the turbine to generate work. The cooled gas is then fed into the SOFC to generate electricity, with the lithium battery also serving as an auxiliary to the SOFC power generation. This mode can usually be used in conditions where the flight speed is low and the aircraft 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 aircraft during takeoff, or the large amount of mixed gas stored during high-speed flight, is used in combination with the SOFC and turbine to generate work. Since the SOFC itself generates heat, the use of the SOFC requires the assistance of the corresponding turbine to absorb heat to control the system temperature.

[0038] This working mode consumes the gaseous working fluid stored in the body to expand, dissipate heat and perform 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, giving the aircraft better acceleration performance.

[0039] In mode 2, if Figure 2 Flight conditions: Flight speed: Mach 1-2.2, altitude: 13,000-20,000 meters. The flight speed is relatively low, generating less heat. The turbojet engine is active, but the ramjet engine is not.

[0040] The main working components are the reformer and SOFC. The aviation kerosene is regulated through valves A1 and A2. According to demand, after the engine demand is met through valve A1, it is transported to the reformer A through valve A2 for hydrogen production and endothermic reaction. At the same time, the heat generated by the body and SOFC is evacuated, and the small molecule gaseous fuel produced is sent to the SOFC to generate electricity and supply energy to the system. This mode is suitable for working conditions with low system power. The power supply by 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 and insufficient to drive the turbine expansion to do work. Therefore, the heat absorption by the reforming reaction alone consumes corresponding aviation kerosene, and the hydrogen produced is often greater than the hydrogen consumed by the SOFC that generates the corresponding heat. Therefore, while meeting the system demand, this power can reserve onboard working fluids (mixed gas and hydrogen) for the needs of subsequent flight segments.

[0041] Compared to the first operating mode, this mode consumes fuel to achieve thermal equilibrium and power supply-demand balance. If the onboard gas is sufficient, the first mode is used to a limited extent. If the onboard gas is significantly depleted, the second mode can be used to reserve the gas. Because there is no turbine work, this mode is also suitable for low-speed flight conditions: flight speeds of Mach 1-2.2 and altitudes of 13,000-20,000 meters.

[0042] In mode three, Figure 3 This mode typically operates in conditions with high onboard and system heat: flight speeds of 3-5 Ma and altitudes of 20,000-28,000 meters. The turbojet engine is deactivated and the ramjet engine is activated.

[0043] The reforming hydrogen production chemical reaction and turbine expansion work absorb onboard heat energy. The SOFC and turbine, in turn, convert chemical energy and thermal energy into electrical energy for the system. Because the SOFC's power output is limited by its design and has an upper limit on power generation, and reforming cannot fully absorb the heat generated by the SOFC, when the system power demand is high, the turbine-motor is primarily used to supplement the power supply and dissipate excess heat.

[0044] Mode 3 has a flight speed of 3-5 Ma, and the ramjet engine is the power unit. The system energy demand is the same as that of mode 2. The working process of the energy supply system is as follows: Figure 3 As shown, the heat sources are the ramjet's combustion chamber exterior, waste heat recovery from the tailpipe, frictional heat from the aircraft's nose skin, and chemical reaction heat with the SOFC. Due to the high flight speed in this operating mode, the aircraft's skin is adequately heated, and the reforming hydrogen production reaction is sufficiently heated. The reaction rate can be controlled by the fuel flow rate, allowing the oil-gas turbine and SOFC to operate fully, further providing heat from the SOFC, forming a virtuous cycle of combined heat and power. At this point, the system has sufficient energy to charge the onboard energy storage equipment (lithium batteries and supercapacitors), fully utilizing the high-speed heat source and converting it into usable energy, preparing for subsequent high-power output.

[0045] The system regulates the flow of media by controlling valves, delivering fuel oil, heat-absorbed liquid metal, and other media to the components for heat control and utilization, based on the heat absorption and release requirements of each component. This allows for understanding the operating status of each component and assessing its performance profile. The system primarily consists of a turbine-based combined cycle (TBCC), a water storage tank, a reformer, a gas storage tank, an oil-gas turbine-generator, and a solid oxide fuel cell (SOFC). This system leverages heat from the engine's combustor exterior, exhaust heat from the tailpipe, frictional heat from the aircraft's skin, and heat dissipation from the SOFC, ensuring closer coordination between components and improving energy efficiency. The three modes presented fully illustrate the system's structure, the operating principles of its components, and the energy conversion method, meeting the unique requirements of horizontal takeoff and landing hypersonic vehicles for reusability, horizontal takeoff and landing, and wide-range operation.

[0046] The system described in this invention primarily consists of a combined turbo-gas engine and ramjet power system, a bionic heat pipe, an integrated reformer-combustion chamber, a gas turbine-generator, a hydrocarbon fuel reformer, a SOFC fuel cell, a heat exchanger, a lithium battery, a supercapacitor, a flywheel, a water tank, and a gas storage tank. The system's features include: 1) Based on a multi-source architecture of hydrocarbon fuel chemical energy / heat / battery storage, this architecture leverages the characteristics of multiple energy sources and matching technology to establish a cascaded energy utilization scheme; 2) bionic heat pipes absorb heat generated by exhaust nozzle waste heat, heat from the outer wall of the combustion chamber, and heat from the skin aerodynamics; 3) the system's reformer and gas turbine working components create a regenerative cooling source, efficiently utilizing onboard heat; 4) adaptively controlling the mass flow of the working fluid through control cross-sections allows the working fluid / energy flow paths to be distributed among the components according to the system's heat dissipation and energy supply requirements; 5) the gas turbine, SOFC fuel cell, lithium battery, supercapacitor, and flywheel serve as the primary power generation devices. The system's primary energy sources are the chemical energy of aviation kerosene and onboard heat sources. This energy-efficient architecture addresses the unique energy requirements of hypersonic aircraft, such as wide-speed cooling and rapid extraction of high-power pulse energy. Unlike conventional circulation methods, the higher the speed, the more abundant the system's energy supply, enabling the energy system to allocate and store heat and electricity across the entire operating range.

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 supercapacitor, a water storage tank, and an air storage tank; the oil pump is connected to the turbine gas engine-ramjet engine combined power unit through valve A1, and is connected to the hydrocarbon fuel reforming device through 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 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. 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 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 an air storage tank and a heat exchanger B are integratedly connected to the engine combustion chamber wall cooling channel and the reformer B.

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.

Images