Highly compact thermal management jet engine multi-modal split hybrid propulsion system

Abstract

The application provides a high-compact heat management type jet engine multi-mode split hybrid propulsion system. The propulsion system has a parallel double-shaft structure, shaft work of a horizontal shaft I is transmitted to a vertical shaft through a bevel gear set I, and the vertical shaft transmits the transmitted shaft work to a horizontal shaft II through a bevel gear set II. The horizontal shaft II rotates to drive a fan to work and generate propulsion work. Three groups of low-temperature proton exchange membrane fuel cell stacks are coaxially and parallelly arranged on the horizontal shaft I, and four electric motors are coaxially and serially arranged on the horizontal shaft II. The propulsion system has two different working modes. One is hybrid power propulsion, in which the clutch does not work, and the fan can be driven by the transmitted shaft work or by the electric motor. The other is pure electric propulsion, in which the clutch works, the vertical shaft is disconnected, and the horizontal shaft I outputs useless work. The fan can only be driven by the horizontal shaft II driven by the electric motor.

Description

Technical Field

[0001] This invention relates to a dual-mode combined engine, specifically to a heat exchanger-free, highly compact thermal management cryogenic fuel cell jet engine, belonging to the field of aircraft propulsion. Background Technology

[0002] Electric aircraft represent an emerging option for the aviation industry in response to the demand for a low-carbon transition. However, limitations in battery energy density impose significant constraints on payload and range, making it difficult to meet the ever-increasing demands for engine performance. To address these issues, a dual-mode combined engine system can be formed by paralleling a fuel cell propulsion system and a gas turbine propulsion system. In low-power operation, the dual-mode combined engine system can meet the aircraft's power requirements by using either electric propulsion alone or gas turbine propulsion alone. During high-power operations such as takeoff or climb, the dual-mode combined engine system can switch to hybrid propulsion mode.

[0003] To improve fuel thermal efficiency and increase energy utilization efficiency during flight, traditional engines use heat exchangers to recover and utilize heat energy. Because engines experience various flow media and changing operating temperatures under different conditions, heat exchanger design must consider the most demanding heat exchange environments to ensure high-efficiency heat exchange performance under all operating conditions. Furthermore, the design must minimize volume while meeting heat exchange requirements to meet the stringent space and weight constraints of aero engines. In addition, due to the complexity of external heat exchange conditions, heat exchangers must also meet reliability requirements such as pressure resistance and shock resistance. Therefore, given the complexity of the internal flow field of aero engines, heat exchanger design must balance compact size and high-efficiency heat exchange performance with sufficient resistance to environmental influences, making the design process quite complex. It may also involve potential thermal management issues such as thermal stress and thermal fatigue.

[0004] To address the aforementioned issues, this invention proposes a heat exchanger-free cryogenic fuel cell turbine dual-mode combined engine. It replaces the traditional heat exchanger configuration with a combustion chamber and a water-vapor mixing chamber, effectively avoiding thermal management problems caused by the heat exchanger and improving engine safety and reliability. Furthermore, hydrogen fuel is a low-carbon, high-calorific-value green fuel. Using a hybrid power configuration of fuel cell and gas turbine can significantly reduce carbon oxide emissions and increase the engine's cycle power. Moreover, air and hydrogen can undergo an electrochemical reaction in the fuel cell to generate electricity. This electricity can not only drive the electric motor to produce propulsion work but also provide power to other loads in the system. Summary of the Invention

[0005] In view of this, in order to effectively solve the thermal management problem of aero engines, reduce engine fuel consumption, and improve the performance of aircraft under different operating conditions, this invention provides a highly compact thermal management jet engine multimodal split hybrid propulsion system, which is applicable to aircraft propulsion.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a high-compact thermal management jet engine multi-modal split-type hybrid propulsion system, consisting of two parallel shafts. Horizontal shaft I is composed of connecting shaft I and connecting shaft II. Horizontal shaft I is connected to the vertical shaft via bevel gear set I. The vertical shaft is connected to horizontal shaft II via bevel gear set II. A clutch is located on the vertical shaft. A water-vapor mixing chamber and a hydrogen-rich combustion chamber are arranged in a ring around connecting shaft II. The water-vapor mixing chamber is located above connecting shaft II, and the hydrogen-rich combustion chamber is located below connecting shaft II. Three cryogenic proton exchange membrane fuel cell stacks are placed coaxially in parallel. On horizontal shaft I, a low-pressure compressor, a high-pressure compressor, a water-vapor mixing chamber, hydrogen fuel, a hydrogen-rich combustion chamber, a cryogenic proton exchange membrane fuel cell stack, a combustion chamber, a high-pressure turbine, and a low-pressure turbine are connected sequentially. On horizontal shaft II, an electric motor is connected to a fan. The electrical energy generated by the cryogenic proton exchange membrane fuel cell stack is sent to an energy management system, which then distributes the electrical energy to the electric motor sequentially. The energy management system, fuel lubrication device I, and fuel lubrication device II are all located in the accessory housing.

[0007] The ambient low-temperature air is first compressed and heated by the low-pressure compressor, then cooled by heat exchange with water vapor at the cathode outlet of the low-temperature proton exchange membrane fuel cell stack in the water vapor channel. It then enters the high-pressure compressor for further compression and heating. Subsequently, the air above connecting shaft II is split into two paths. One path enters the various water vapor mixing chambers above connecting shaft II via channels I and II, where it is cooled by heat exchange and then sent back to the cathode inlet of the low-temperature proton exchange membrane fuel cell stack via channel VII. The second path of air is directly sent to the combustion chamber via channel III to participate in combustion. The air below connecting shaft II is also split into two paths. One path enters the various hydrogen-rich combustion chambers below connecting shaft II via channels IV and V, where it is heated by combustion and then sent to the anode inlet of the low-temperature proton exchange membrane fuel cell stack via channel VIII. The second path of air is sent to the combustion chamber via channel VI to participate in combustion. The water vapor at the cathode outlet of the low-temperature proton exchange membrane fuel cell stack is pumped out by pump I in the water vapor channel, first exchanging heat with the ambient ram air, and then sent to the water vapor mixing chamber and the low-pressure compressor outlet. At the low-pressure compressor outlet, the jet precools and exchanges heat with the air. Water vapor flowing to the low-pressure compressor outlet is controlled by valve I. The residual exhaust gas from the cryogenic proton exchange membrane fuel cell stack is directly sent to the combustion chamber via channels IX and X to mix and burn with hydrogen fuel and air. The resulting high-temperature, high-pressure combustion gas is sent to the high-pressure turbine and the low-pressure turbine. The rotation of the high-pressure turbine drives the connecting shaft II, and the rotation of the low-pressure turbine drives the connecting shaft I, generating shaft work.

[0008] This engine has two methods for driving the fan. One is hybrid propulsion, where the clutch is not engaged, and horizontal shaft I and horizontal shaft II are connected via a vertical shaft to transmit shaft power. The vertical shaft drives horizontal shaft II to rotate, and horizontal shaft II drives the fan. In this mode, the electric motor can dynamically respond to power demand to generate shaft power, driving the fan. The other method is pure electric propulsion, where the clutch is engaged, disengaging the vertical shaft. The energy management system sends electrical energy to the electric motor, which converts the electrical energy into mechanical energy to drive horizontal shaft II to rotate, and horizontal shaft II drives the fan.

[0009] Furthermore, the air compressed by the high-pressure compressor and the water vapor cooled after exchanging heat with the external ram air exchange heat in the water-vapor mixing chamber. Hydrogen fuel and a small amount of air are burned in the hydrogen-rich combustion chamber.

[0010] Furthermore, this engine features a parallel dual-shaft structure, which, compared to traditional hybrid-powered aero engines, not only shortens the engine length but also increases the engine's space utilization.

[0011] Furthermore, the four motors are placed coaxially in series to jointly drive the horizontal shaft II.

[0012] Furthermore, the three sets of cryogenic proton exchange membrane fuel cell stacks are placed coaxially in parallel. The cryogenic proton exchange membrane fuel cell stack has a tubular configuration, and the internal air and hydrogen flow channels are spiral-shaped.

[0013] Furthermore, the horizontal shaft I transmits the shaft power generated by the turbine to the vertical shaft through the meshing transmission of the bevel gear set I. The vertical shaft, through the meshing transmission of the bevel gear set II, transmits the shaft power on the vertical shaft to the horizontal shaft II.

[0014] Furthermore, in the cathode outlet of the low-temperature proton exchange membrane fuel cell stack, high-temperature water vapor is pumped out through the water vapor channel by pump I and exchanges heat with the external ram air. After heat exchange, part of the low-temperature water vapor is sent to the water vapor mixing chamber for secondary heat exchange with the air. The other part is sent to the low-pressure compressor for jet precooling.

[0015] Furthermore, the fuel in the fuel lubrication device I is pumped out by pump III and flows through mechanical components such as the fan, electric motor, bevel gear set II, and horizontal shaft II, and is finally pumped back to the fuel lubrication device II by pump IV. The fuel in the fuel lubrication device II is pumped out by pump V and flows through mechanical components on the horizontal shaft I, and is finally pumped back to the fuel lubrication device I by pump II.

[0016] Furthermore, the water vapor mixing chamber and the hydrogen-rich combustion chamber are arranged in a ring around the connecting shaft II.

[0017] Furthermore, the air from the outlet of the high-pressure compressor enters the combustion chamber through valve II located in the passage.

[0018] The working principle of the high-compact thermal management jet engine multi-modal split-type hybrid propulsion system described in this invention is as follows:

[0019] This invention differs from traditional fuel cell turbine combined engines by employing a parallel dual-shaft structure. It can drive the fan by either converting electrical energy into mechanical energy using an electric motor or by transmitting shaft power. When the clutch engages, the vertical shaft connecting the two horizontal shafts disengages, and horizontal shaft I outputs ineffective shaft power. At this time, the cryogenic proton exchange membrane fuel cell stack functions, with hydrogen and oxygen undergoing an electrochemical reaction inside the fuel cell to generate electrical energy, which is then sent to the energy management system. The energy management system can dynamically adjust the operating status of the electric motors, selecting the appropriate motor for shaft power output and keeping the remaining motors in idling mode to optimize energy distribution and efficiency. When the clutch is not engaged, horizontal shaft I and horizontal shaft II are connected via the vertical shaft. The high-temperature, high-pressure combustion gas from the combustion chamber outlet on horizontal shaft I sequentially enters the high-pressure turbine and the low-pressure turbine, converting the kinetic energy of the combustion gas into the mechanical energy of the turbine. The turbine rotation drives horizontal shaft I to rotate, outputting shaft power. Horizontal shaft I transmits part of the shaft power output from the high-pressure turbine to the vertical shaft through bevel gear set I, and the vertical shaft then transmits the shaft power to horizontal shaft II through bevel gear set II. Horizontal shaft II drives the fan. At this time, the energy management system controls the electrical energy supplied to the motor, and the motor can dynamically respond according to the power demand to generate shaft work and drive the fan to work.

[0020] This invention also differs from traditional engine thermal management systems, employing a mixing chamber and a rich combustion unit instead of a conventional heat exchanger, thereby effectively reducing system complexity and energy loss. A portion of the high-temperature, high-pressure air from the high-pressure compressor outlet enters the water-vapor mixing chamber, where it exchanges heat with cooled water vapor to lower its temperature, thus meeting the inlet conditions for the cathode of the cryogenic proton exchange membrane fuel cell stack. Hydrogen is mixed and combusted with the high-temperature air in the hydrogen-rich combustion chamber, raising its temperature to meet the anode inlet temperature requirements of the cryogenic proton exchange membrane fuel cell stack. Using a combustion chamber and mixing chamber instead of a conventional heat exchanger not only improves engine thermal efficiency but also reduces the weight and complexity of the engine system.

[0021] The beneficial effects of the high-compact thermal management jet engine multimodal split-type hybrid propulsion system described in this invention are as follows:

[0022] (1) This invention has a slender structure. Unlike traditional single-shaft horizontal aircraft engines, it adopts a dual-shaft horizontal configuration. Horizontal shaft I and horizontal shaft II are connected by a vertical shaft. A bevel gear set is used to transmit shaft power between the horizontal and vertical shafts. Although the dual-shaft configuration increases the width of the engine, it significantly reduces the length of the engine, which not only helps to optimize the overall design of the aircraft but also increases the aircraft's maneuverability.

[0023] (2) This invention features a coupled lower structure. Four engines work together to rotate the horizontal shaft II, which transmits shaft power to the fan. The fuel cell generates electricity and delivers it to the energy management system. The energy management system dynamically adjusts the operating state of the electric motors according to the power requirements of the engines, selects the appropriate electric motor for shaft power output, and keeps the remaining electric motors in an idling state to optimize energy distribution and efficiency.

[0024] (3) This invention is a dual-mode combined engine. The horizontal shaft can be driven by an electric motor to rotate and rotate, thereby driving the fan. Alternatively, the power from horizontal shaft I can be transmitted to horizontal shaft II via a bevel gear set, thus driving the fan. This dual-mode operation not only improves the engine's safety and reliability but also expands its applicable scenarios and operating conditions.

[0025] (4) This invention is a heat exchanger-free, highly compact engine. By avoiding the use of conventional heat exchangers and replacing them with a water-vapor mixing chamber and a hydrogen-rich combustion chamber, the engine's thermal efficiency can be improved, and the weight and complexity of the engine system can be reduced.

[0026] (5) The present invention uses a low-temperature proton exchange membrane fuel cell stack and hydrogen fuel, which not only improves the engine thermal efficiency and fuel utilization, but also significantly reduces the carbon emissions of the aircraft engine. Attached Figure Description

[0027] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0028] Figure 1 This is a schematic diagram of the structure of the high-compact thermal management jet engine multimodal split hybrid propulsion system described in this invention;

[0029] Figure 2 This is a cross-sectional view of the low-temperature proton exchange membrane fuel cell stack described in this invention.

[0030] In the diagram: 1-Low-pressure compressor; 2-High-pressure compressor; 3-Water-vapor mixing chamber; 4-Fuel lubrication device I; 5-Cryogenic proton exchange membrane fuel cell stack; 6-Combustion chamber; 7-High-pressure turbine; 8-Low-pressure turbine; 9-Hydrogen fuel; 10-Hydrogen-rich combustion chamber; 11-Connecting shaft I; 12-Connecting shaft II; 13-Bevel gear set I; 14-Clutch; 15-Valve I; 16-Pump I; 17-Fan; 18-Electric motor; 19-Bevel gear set II ;20-Horizontal axis II;21-Vertical axis;22-Energy management system;23-Fuel lubrication device II;24-Valve II;25-Wire;26-Pump II;27-Pump III;28-Pump IV;29-Pump V;30-Channel I;31-Channel II;32-Channel III;33-Ⅶ(33);34-Channel IX;35-Channel IV;36-Channel V;37-Channel VI;38-Channel VIII;39-Channel X;40-Water vapor channel。 Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

[0032] Specific implementation method one: See Figure 1 This embodiment describes a highly compact thermal management jet engine multimodal split-type hybrid propulsion system.

[0033] Horizontal shaft I consists of connecting shaft I11 and connecting shaft II12. Horizontal shaft I is connected to vertical shaft 21 via bevel gear set I13. Vertical shaft 21 is connected to horizontal shaft II20 via bevel gear set II19. Clutch 14 is located on vertical shaft 21. Water-vapor mixing chamber 3 and hydrogen-rich combustion chamber 10 are arranged in a ring around connecting shaft II12. Water-vapor mixing chamber 3 is located above connecting shaft II12, and hydrogen-rich combustion chamber 10 is located below connecting shaft II12. Three cryogenic proton exchange membrane fuel cell stacks 5 are placed coaxially in parallel. On horizontal shaft I, low-pressure compressor 1, high-pressure compressor 2, water-vapor mixing chamber 3, hydrogen fuel 9, hydrogen-rich combustion chamber 10, cryogenic proton exchange membrane fuel cell stacks 5, combustion chamber 6, high-pressure turbine 7, and low-pressure turbine 8 are connected in sequence. On horizontal shaft II20, electric motor 18 is connected to fan 17. The electrical energy generated by the cryogenic proton exchange membrane fuel cell stack 5 is sent to the energy management system 22, which then distributes the electrical energy to the electric motor 18. The energy management system 22, fuel lubrication device I 4, and fuel lubrication device II 23 are all located in the accessory housing.

[0034] The ambient low-temperature air is first compressed and heated by the low-pressure compressor 1, and then cooled by heat exchange with the water vapor at the cathode outlet of the low-temperature proton exchange membrane fuel cell stack 5 in the water vapor channel 40. It then enters the high-pressure compressor 2 for further compression and heating. Subsequently, the air above connecting shaft II 12 is divided into two paths. One path enters the various water vapor mixing chambers 3 above connecting shaft II 12 via channels I 30 and II 31, where it is cooled by heat exchange and then sent back to the cathode inlet of the low-temperature proton exchange membrane fuel cell stack 5 via channel VII 33. The second path of air is directly sent to the combustion chamber 6 via channel III 32 to participate in combustion. The air below connecting shaft II 12 is also divided into two paths. One path enters the various hydrogen-rich combustion chambers 10 below connecting shaft II 12 via channels IV 35 and V 36, where it is heated by combustion and then sent to the anode inlet of the low-temperature proton exchange membrane fuel cell stack 5 via channel VIII 38. The second path of air is sent to the combustion chamber 6 via channel VI 37 to participate in combustion. Water vapor at the cathode outlet of the cryogenic proton exchange membrane fuel cell stack 5 is pumped out through water vapor channel 40 by pump I16, first exchanging heat with the external ram air, and then sent to the water vapor mixing chamber 3 and the outlet of the low-pressure compressor 1. At the outlet of the low-pressure compressor 1, the jet pre-cools and exchanges heat with the air. The flow of water vapor to the outlet of the low-pressure compressor 1 is controlled by valve I15. The remaining exhaust gas of the cryogenic proton exchange membrane fuel cell stack 5 is directly sent to the combustion chamber 6 through channels 34 and 39 to mix and burn with hydrogen fuel 9 and air. The high-temperature, high-pressure gas generated after combustion is sent to the high-pressure turbine 7 and the low-pressure turbine 8. The rotation of the high-pressure turbine 7 drives the connecting shaft II12 to rotate, and the rotation of the low-pressure turbine 8 drives the connecting shaft I11 to rotate, generating shaft work. The shaft work generated by the horizontal shaft I is transmitted to the vertical shaft 21 through the bevel gear set I13, and the vertical shaft 21 transmits the shaft work to the horizontal shaft II20 through the bevel gear set II19. The horizontal shaft II20 drives the fan 17 to rotate. The low-temperature proton exchange membrane fuel cell stack 5 generates electrical energy, which is sent to the energy management system 22. The energy management system 22 distributes the electrical energy to the electric motor 18. The air compressed by the fan 17 exchanges heat with the stator of the electric motor 18, which lowers the temperature of the electric motor and increases the internal energy of the air.

[0035] This engine has two methods for driving the fan. One is hybrid propulsion, where clutch 14 is not engaged, and horizontal shafts I and II 20 are connected via vertical shaft 21 to transmit shaft power. Vertical shaft 21 drives horizontal shaft II 20 to rotate, which in turn drives fan 17. In this mode, electric motor 18 can dynamically respond to power demand to generate shaft power, driving fan 17. The other method is pure electric propulsion, where clutch 14 is engaged, disengaging vertical shaft 21. Energy management system 22 sends electrical energy to electric motor 18, which converts this electrical energy into mechanical energy to drive horizontal shaft II 20, which in turn drives fan 17.

[0036] The specific operation process and working principle of the high-compact thermal management jet engine multi-modal split hybrid propulsion system described in this invention are as follows:

[0037] Low-temperature air is first compressed and heated by low-pressure compressor 1, then exchanges heat with jet water vapor at the cathode outlet of low-temperature proton exchange membrane fuel cell stack 5 in water vapor channel 40, thus lowering the air temperature. The air then enters high-pressure compressor 2 for further compression and heating. After compression by high-pressure compressor 2, the air is divided into two paths. Air above connecting shaft II 12 enters water vapor mixing chamber 3 via channels I 30 and II 31, mixing and exchanging heat with water vapor. The other path of air is directly sent to combustion chamber 6 via channel III 32 to react with fuel. Air below connecting shaft II 12 is sent to hydrogen-rich combustion chamber 10 via channels IV 35 and V 36 for chemical reaction, and the other path is directly sent to combustion chamber 6 via channel VI 37. Air from the outlet of high-pressure compressor 2 enters combustion chamber 6 through valve II 24 in the passage. Valve II 24 can regulate the air flow into the combustion chamber, thereby optimizing the air-fuel mixture ratio. High-temperature air and low-temperature water vapor exchange heat in the water-vapor mixing chamber 3, lowering the air temperature to the cathode inlet temperature of the low-temperature proton exchange membrane fuel cell stack 5. High-temperature air and hydrogen fuel 9 undergo a chemical reaction in the hydrogen-rich combustion chamber 10, raising the hydrogen temperature to the anode inlet temperature of the low-temperature proton exchange membrane fuel cell stack 5. Subsequently, hydrogen and air enter the inlets of the three low-temperature proton exchange membrane fuel cell stacks 5 via channels VII33 and VIII38 respectively for electrochemical reactions. The anode outlet gases of the three low-temperature proton exchange membrane fuel cell stacks 5 are combined and then directly sent to the combustion chamber 6 for combustion via channels IX34 and X39. The cathode outlet gases of the three low-temperature proton exchange membrane fuel cell stacks 5 are combined and then split into two paths: one path is directly sent to the combustion chamber 6 for combustion; the other path is pumped out via pump I16 through the cathode water vapor to exchange heat with external ram air for cooling, and then sent to the water-vapor mixing chamber 3 and the outlet of the low-pressure compressor 1. The proportion of low-temperature air flowing to the outlet of the low-pressure compressor 1 can be controlled by valve I15. The high-temperature, high-pressure gas, after combustion in combustion chamber 6, expands in high-pressure turbine 7 and low-pressure turbine 8. High-pressure turbine 7 drives connecting shaft II 12 to rotate, and connecting shaft II 12 drives high-pressure compressor 2 to operate. Low-pressure turbine 8 drives low-pressure compressor 1 to operate via connecting shaft I.

[0038] During takeoff and climb, the aircraft requires high thrust, and clutch 14 is not engaged. Horizontal shaft I transmits shaft power to vertical shaft 21 via bevel gear set I 13, and vertical shaft 21 transmits shaft power to horizontal shaft II 20 via bevel gear set II 19. Horizontal shaft II 20 drives fan 17 to rotate via mechanical drive. Meanwhile, the electrical energy generated by the cryogenic proton exchange membrane fuel cell stack 5 is sent to the energy management system 22, which transmits the electrical energy to electric motor 18 via wire 25. Electric motor 18 converts the electrical energy into mechanical energy, driving horizontal shaft II 20 to rotate, thereby driving fan 17. This hybrid power drive ensures the fan speed meets the requirements.

[0039] When the aircraft is in the cruise phase, thrust demand is relatively low, and clutch 14 is activated. The shaft power of horizontal shaft I is not transmitted to horizontal shaft II 20; horizontal shaft II 20 is driven by electric motor 18. At this time, the shaft power output of electric motor 18 can be dynamically controlled through energy management system 22. The fan speed is thus ensured to meet demand through electric drive.

[0040] Other related implementations similar to this system:

[0041] (1) During the takeoff and climb phases of the aircraft, electric drive is used. At this time, the clutch is engaged, disconnecting the connection between horizontal shaft I and horizontal shaft II, and the fan is driven by an electric motor. During the cruise phase of the aircraft, hybrid propulsion is used. At this time, the clutch is not engaged, and the fan can be driven by mechanical transmission of shaft power or by an electric motor.

[0042] (2) During the takeoff and climb phases of the aircraft, a hybrid drive system is used. At this time, the clutch does not function, and the transmitted shaft power and the electrical energy generated by the fuel cell can both drive the fan to rotate, meeting the power requirements. During the cruise phase of the aircraft, a mechanical transmission system is used. At this time, the clutch does not function, the electric motor does not work, and the fan is driven by the shaft power transmitted through the bevel gear set.

[0043] (3) During takeoff and climb, a mechanical drive system is used. During this phase, neither the clutch nor the electric motor is engaged; the shaft power generated by horizontal shaft I is transmitted to horizontal shaft II to drive the fan. During cruise, a hybrid drive system is used. During this phase, the clutch is not engaged, but the electric motor operates normally. The fan can be driven either by the electric motor or by the shaft power transmitted from horizontal shaft I.

[0044] The embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. A high compact thermal managed jet engine multi-modal split hybrid propulsion system, characterized in that, The two parallel shafts consist of horizontal shaft I which is composed of connecting shaft I (11) and connecting shaft II (12), horizontal shaft I is connected with vertical shaft (21) through bevel gear set I (13), vertical shaft (21) is connected with horizontal shaft II (20) through bevel gear set II (19), clutch (14) is placed on vertical shaft (21), water vapor mixing chamber (3) and hydrogen-rich combustion chamber (10) are annularly surrounded by connecting shaft II (12), water vapor mixing chamber (3) is placed above connecting shaft II (12), hydrogen-rich combustion chamber (10) is placed below connecting shaft II (12), three low-temperature proton exchange membrane fuel cell stacks (5) are coaxially and parallelly placed, on horizontal shaft I, low-pressure compressor (1), high-pressure compressor (2), water vapor mixing chamber (3), hydrogen fuel (9), hydrogen-rich combustion chamber (10), low-temperature proton exchange membrane fuel cell stack (5), combustion chamber (6), high-pressure turbine (7) and low-pressure turbine (8) are sequentially connected, on horizontal shaft II (20), motor (18) is connected with fan (17), the electric energy generated through low-temperature proton exchange membrane fuel cell stack (5) is sent to energy management system (22), energy management system (22) sequentially distributes electric energy to motor (18), energy management system (22), fuel oil lubricating device I (4) and fuel oil lubricating device II (23) are all located in the accessory casing, The outside low temperature air is firstly compressed and heated by the low pressure compressor (1), then exchanges heat with the water vapor in the water vapor channel (40) and the water vapor at the cathode outlet of the low temperature proton exchange membrane fuel cell stack (5), then enters the high pressure compressor (2) for further compression and heating, then is divided into two paths above the connecting shaft II (12), one path enters each water vapor mixing chamber (3) above the connecting shaft II (12) through the channel I (30) and the channel II (31), is cooled by heat exchange, and is sent to the cathode inlet of the low temperature proton exchange membrane fuel cell stack (5) through the channel VII (33), the second path air is sent to the combustion chamber (6) through the channel III (32) to participate in combustion, the air below the connecting shaft II (12) is also divided into two paths, one path enters each hydrogen-rich combustion chamber (10) below the connecting shaft II (12) through the channel IV (35) and the channel V (36), is heated by combustion, and is sent to the anode inlet of the low temperature proton exchange membrane fuel cell stack (5) through the channel VIII (38), the second path air is sent to the combustion chamber (6) through the channel VI (37) to participate in combustion, the water vapor at the cathode outlet of the low temperature proton exchange membrane fuel cell stack (5) is pumped out through the pump I (16) in the water vapor channel (40), exchanges heat with the outside ram air first, then is sent to the water vapor mixing chamber (3) and the outlet of the low pressure compressor (1), exchanges heat with the air at the outlet of the low pressure compressor (1) by jet pre-cooling, the water vapor flowing to the outlet of the low pressure compressor (1) is controlled by the valve I (15), the remaining exhaust gas of the low temperature proton exchange membrane fuel cell stack (5) is directly sent to the combustion chamber (6) through the channel IX (34) and the channel X (39) to mix and burn with hydrogen fuel (9) and air, the high temperature and high pressure gas generated after combustion is sent to the high pressure turbine (7) and the low pressure turbine (8), the high pressure turbine (7) rotates to drive the connecting shaft II (12) to rotate, the low pressure turbine (8) rotates to drive the connecting shaft I (11) to rotate, shaft power is generated, the shaft power generated by the horizontal shaft I is transmitted to the vertical shaft (21) through the bevel gear set I (13), the vertical shaft (21) transmits the shaft power to the horizontal shaft II (20) through the bevel gear set II (19), the horizontal shaft II (20) drives the fan (17) to rotate, the low temperature proton exchange membrane fuel cell stack (5) generates electric energy which is sent to the energy management system (22), the energy management system (22) distributes the electric energy to the motor (18), the air compressed by the fan (17) exchanges heat with the stator of the motor (18), so that the temperature of the motor is reduced and the internal energy of the air is increased, The engine has two methods of driving the fan, one is hybrid propulsion, the clutch (14) does not work, the horizontal shaft I and the horizontal shaft II (20) are connected through the vertical shaft (21) to transmit the shaft power, the vertical shaft (21) drives the horizontal shaft II (20) to rotate, and the horizontal shaft II (20) drives the fan (17) to work, at this time the motor (18) can dynamically respond to generate shaft power according to the power demand to drive the fan (17) to work, the other is pure electric propulsion, at this time the clutch (14) works, the vertical shaft (21) is disconnected, the energy management system (22) sends electric energy to the motor (18), the motor (18) converts the electric energy into mechanical energy to drive the horizontal shaft II (20) to rotate, and the horizontal shaft II (20) drives the fan (17) to work.

2. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The air compressed by the high-pressure compressor (2) and the water vapor cooled by heat exchange with the outside ram air are heat-exchanged in the water-vapor mixing chamber (3), so that the temperature of the air is reduced to meet the cathode inlet condition of the low-temperature proton exchange membrane fuel cell stack (5), and the hydrogen fuel (9) is combusted with a small amount of air in the hydrogen-rich combustion chamber (10), so that the temperature of the hydrogen gas is increased to meet the anode inlet condition of the low-temperature proton exchange membrane fuel cell stack (5).

3. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The engine has a parallel double-shaft structure.

4. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The four motors (18) are coaxially and serially arranged to jointly drive the horizontal shaft II (20), the horizontal shaft II (20) drives the fan (17) to rotate and compresses air, and the air enters the fan and then exchanges heat with the motor (18) stator to cool the motor (18).

5. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The three groups of low-temperature proton exchange membrane fuel cell stacks (5) are coaxially and parallelly arranged, the low-temperature proton exchange membrane fuel cell stack (5) has a tubular configuration, the air and hydrogen flow channels inside the low-temperature proton exchange membrane fuel cell stack (5) are spiral, and the low-temperature proton exchange membrane fuel cell stack (5) is externally provided with an adiabatic protective shell which is isolated from the connecting shaft passing through the cell stack.

6. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The horizontal shaft I transmits the shaft power generated by the turbine to the vertical shaft (21) through the meshing transmission of the bevel gear set I (13), and the vertical shaft (21) transmits the shaft power on the vertical shaft (21) to the horizontal shaft II (20) through the meshing transmission of the bevel gear set II (19).

7. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The high-temperature water vapor at the cathode outlet of the low-temperature proton exchange membrane fuel cell stack (5) is pumped out by the pump I (16) through the water-vapor channel (40) and exchanges heat with the outside ram air, and part of the low-temperature water vapor after heat exchange is sent to the water-vapor mixing chamber (3) to be heat-exchanged with air, and the other part is sent to the low-pressure compressor (1) to be jet pre-cooled, and the jet cold water vapor and the water vapor sent to the water-vapor mixing chamber (3) are proportionally controlled through the valve I (15).

8. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The fuel lubricating device I (4) and the fuel lubricating device II (23) have two fuel lubricating devices, the fuel in the fuel lubricating device I (4) is pumped out by the pump III (27) and flows through the fan (17), the motor (18), the bevel gear set II (19) and the horizontal shaft II (20), and finally is pumped back to the fuel lubricating device II (23) by the pump IV (28), the fuel in the fuel lubricating device II (23) is pumped out by the pump V (29) and flows through the mechanical parts on the horizontal shaft I, and finally the fuel is pumped back to the fuel lubricating device I (4) by the pump II (26).

9. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The water vapor mixing chamber (3) and the hydrogen-rich combustion chamber (10) are annularly distributed around the connecting shaft II (12).

10. The high compact thermal managed jet engine multi-modal split hybrid propulsion system of claim 1, wherein, The air at the outlet of the high-pressure compressor (2) enters the combustion chamber (6) through the valve II (24) arranged in the passage, the valve II (24) can adjust the air flow entering the combustion chamber, thereby optimizing the mixing ratio of air and fuel and improving the energy utilization efficiency in the combustion process.

Images