Hydrogen energy hybrid power system based on organic Rankine cycle waste heat power generation

Abstract

The invention discloses a hydrogen energy hybrid power system based on organic Rankine cycle waste heat power generation. The hydrogen energy hybrid power system comprises an energy management system, a lithium battery system, a fuel cell system, a hydrogen storage system, a waste heat utilization system, a motor system and an air system. Heat energy of high-temperature tail gas of the fuel cell is recycled based on organic Rankine cycle waste heat power generation, electric energy is generated, the energy utilization efficiency of the hybrid power system is improved, and meanwhile the system weight is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation hybrid power system design, and particularly relates to a hydrogen energy hybrid system based on organic Rankine cycle waste heat power generation. Background Art

[0002] The hydrogen energy hybrid system is the core power source of hydrogen energy hybrid aircraft. Its composition forms are diverse and are mainly classified according to the main energy utilization components of hydrogen energy. Currently, common hydrogen energy hybrid systems include hydrogen turbines, hydrogen oxygen fuel cells, and hydrogen solid oxide batteries, etc. Among them, the hydrogen oxygen fuel cell has been widely used in the aviation field due to its relatively simple system design, relatively loose working condition limitations, and relatively high technology maturity. The working principle of the hydrogen oxygen fuel cell is based on the electrochemical reaction of hydrogen and oxygen, generating electric energy and heat energy, and outputting direct current electricity, while discharging high-temperature tail gas. This fuel cell can directly convert chemical energy into electric energy to provide power support for the aircraft.

[0003] However, the existing hydrogen oxygen fuel cells have significant limitations in energy utilization. Although the fuel cell can output electric energy, its generated high-temperature tail gas (temperature can reach 200 °C) is usually directly discharged into the environment, and the heat energy therein fails to be effectively utilized. This means that a considerable part of the energy is wasted in the form of heat energy during the electrochemical reaction, resulting in a relatively low overall energy utilization efficiency of the system. In addition, although the organic Rankine cycle technology can utilize the temperature difference between high and low heat sources to drive turbine power generation, when it is applied to the waste heat recovery of fuel cell tail gas, it often faces the problem of increased system weight. This is a difficult obstacle to overcome in the aviation field that is extremely sensitive to weight. Therefore, the existing hydrogen energy hybrid systems urgently need to be improved in terms of energy utilization efficiency and system weight. Summary of the Invention

[0004] To solve the above technical problems, the present invention proposes a hydrogen energy hybrid system based on organic Rankine cycle waste heat power generation to solve the problems existing in the above-mentioned prior art.

[0005] To achieve the above object, in the first aspect, the present invention provides a hydrogen energy hybrid system based on organic Rankine cycle waste heat power generation, including:

[0006] An energy management system, which is used to concentrate DC electric energy from different sources to form a stable voltage source, uniformly distribute the electric energy for use, and feedback the operating state of the hydrogen energy hybrid system to the aircraft pilot;

[0007] A lithium battery system, which is used to convert the stored chemical energy into electric energy for output, or convert the input electric energy into chemical energy for storage;

[0008] A fuel cell system, which is used to convert the chemical energy of hydrogen and oxygen into electric energy and heat energy;

[0009] A hydrogen storage system for storing high-pressure and low-temperature liquid hydrogen;

[0010] A waste heat utilization system for recovering the thermal energy of the high-temperature exhaust gas of a fuel cell based on the organic Rankine cycle to generate electric energy;

[0011] An electric motor system for converting electric energy into mechanical energy to drive a fan to rotate and generate thrust;

[0012] An air system for sucking air from the external environment of the aircraft, compressing and cooling it, and then using it for fuel cell reactions and heating the evaporator of the waste heat utilization system.

[0013] Preferably, the energy management system includes a bus bar and an energy management controller;

[0014] The bus bar is used for concentrating DC electric energy from different sources;

[0015] The energy management controller is used to send control signals to other systems and devices in the hydrogen-electric hybrid system according to the control instructions of the aircraft pilot and the formulated energy management strategy.

[0016] Preferably, the lithium battery system includes a lithium battery and a DC-DC converter, where the lithium battery and the DC-DC converter are connected by a DC cable;

[0017] The lithium battery is used to convert the stored chemical energy into electric energy for output, or convert the input electric energy into chemical energy for storage;

[0018] The DC-DC converter is used to boost the electric energy output by the lithium battery to the bus bar, or step down the electric energy of the bus bar and input it into the lithium battery for storage.

[0019] Preferably, the fuel cell system includes a fuel cell and a fuel cell thermal management system, where the fuel cell and the fuel cell thermal management system are mechanically connected through pipelines;

[0020] The fuel cell is used to convert the chemical energy of hydrogen and oxygen into electric energy and thermal energy;

[0021] The fuel cell thermal management system is used to cool the fuel cell and maintain the equipment temperature within a suitable range.

[0022] Preferably, the fuel cell thermal management system includes a third heat exchanger, a propylene glycol solution tank, sensors, a fuel cell thermal management controller, a third pump, and a third solenoid valve. The third heat exchanger, the propylene glycol solution tank, the third solenoid valve, and the third pump are sequentially mechanically connected through pipelines. The sensors and the pipelines are mechanically connected and are connected to the fuel cell thermal management controller through cables. The third pump and the third solenoid valve are respectively connected to the fuel cell thermal management controller through cables;

[0023] The third heat exchanger is used to provide heat exchange conditions for the propylene glycol solution and the low-temperature hydrogen;

[0024] The propylene glycol solution tank is used to store the circulating working medium, the propylene glycol solution, required for the operation of the fuel cell thermal management system;

[0025] The sensors are used to monitor the temperature inside the fuel cell, the flow rate, temperature, and pressure of the propylene glycol solution;

[0026] The fuel cell thermal management controller is used to output control instructions to the third pump and the third solenoid valve according to the signals fed back by the sensors;

[0027] The third pump is used to pressurize the propylene glycol solution and drive it to flow at a suitable flow rate and pressure;

[0028] The third solenoid valve is used to control the flow path switch of the propylene glycol solution.

[0029] Preferably, the hydrogen storage system includes a hydrogen storage tank, a first three-way valve, and a four-way valve. The hydrogen storage tank, the first three-way valve, and the four-way valve are sequentially mechanically connected through pipelines;

[0030] The hydrogen storage tank is used to store high-pressure low-temperature liquid hydrogen;

[0031] The first three-way valve is used to adjust the high-pressure liquid hydrogen in the hydrogen storage tank to low-pressure low-temperature hydrogen and change the flow path distribution of the hydrogen;

[0032] The four-way valve is used to change the flow path distribution of the hydrogen.

[0033] Preferably, the waste heat utilization system includes an evaporator, a condenser, a turbine, a generator system, an organic working medium tank, sensors, a waste heat utilization controller, a fourth pump, and a fourth solenoid valve. The evaporator, the turbine, the condenser, the organic working medium tank, the fourth solenoid valve, and the fourth pump are sequentially mechanically connected through pipelines. The sensors and the pipelines are mechanically connected and are connected to the waste heat utilization controller through cables. The fourth pump and the fourth solenoid valve are respectively connected to the waste heat utilization controller through cables. The generator of the generator system and the turbine are mechanically connected through a coupling or directly coaxial;

[0034] The evaporator is used to heat the liquid organic working medium to evaporate it into a high-temperature gas state;

[0035] The condenser is used to cool the low-temperature gaseous organic working medium to condense it into a liquid state;

[0036] The turbine is used to expand the high-temperature gaseous organic working medium to do work and drive the turbine to rotate;

[0037] The generator system is used to generate electric energy driven by the turbine;

[0038] The organic working medium tank is used to store the organic working medium required for the operation of the waste heat utilization system;

[0039] The sensor is used to monitor the temperature at various locations within the waste heat utilization system, as well as the flow rate, temperature, and pressure of the organic working medium;

[0040] The waste heat utilization controller is used to output control instructions to the fourth pump and the fourth solenoid valve according to the signals fed back by the sensor;

[0041] The fourth pump is used to pressurize the liquid organic working medium and drive it to flow at an appropriate flow rate and pressure;

[0042] The fourth solenoid is used to control the on / off of the organic working medium flow path.

[0043] Preferably, the generator system includes a generator, an AC-DC converter, and a generator thermal management system. The generator thermal management system includes a second heat exchanger, a second lubricating oil tank, a second solenoid valve, a second pump, a sensor, and a generator controller. The generator, the second heat exchanger, the second lubricating oil tank, the second solenoid valve, and the second pump are mechanically connected in sequence through pipelines; the sensor is mechanically connected to the pipeline and is connected to the generator controller through a cable; the generator, the AC-DC converter, and the generator controller are connected to each other through cables;

[0044] The generator is used to generate and output alternating current driven by the turbine shaft;

[0045] The AC-DC converter is used to convert the alternating current generated by the generator into direct current and output it to the bus;

[0046] The generator thermal management system is used to cool the generator and maintain the generator temperature within an appropriate range.

[0047] Preferably, the motor system includes a motor, a DC-AC converter, and a motor thermal management system. The motor thermal management system includes a first pump, a first solenoid valve, a first lubricating oil tank, a first heat exchanger, a sensor, and a motor thermal management controller. The first heat exchanger, the first lubricating oil tank, the first solenoid valve, and the first pump are mechanically connected in sequence through pipelines. The sensor is mechanically connected to the pipeline and electrically connected to the motor thermal management controller through a cable. The first pump and the first solenoid valve are respectively electrically connected to the motor thermal management controller through cables.

[0048] The motor is used to convert AC electrical energy into mechanical energy and drive the fan to rotate to generate thrust.

[0049] The DC-AC converter is used to convert the high-voltage direct current of the bus into alternating current suitable for the operating voltage of the motor.

[0050] The motor thermal management system is used to cool the motor and the DC-AC converter and maintain the equipment temperature within a suitable range.

[0051] Preferably, the air system includes an air inlet duct, a compressor, a fourth heat exchanger, and an exhaust port. The air inlet duct, the compressor, the fourth heat exchanger, the fuel cell, the evaporator, and the exhaust port are mechanically connected in sequence through pipelines.

[0052] The air inlet duct is used to suck air from the external environment of the aircraft.

[0053] The compressor is used to compress the air sucked by the air inlet duct into air with a higher pressure and a higher temperature.

[0054] The fourth heat exchanger is used to provide heat exchange conditions between the high-temperature and high-pressure air and hydrogen, so that the air is cooled to a lower temperature.

[0055] The exhaust port is used to discharge the exhaust gas of the fuel cell after passing through the evaporator to the external environment of the aircraft.

[0056] Compared with the prior art, the present invention has the following advantages and technical effects:

[0057] The present invention provides a hydrogen energy hybrid system based on organic Rankine cycle waste heat power generation. By adding a waste heat utilization system based on organic Rankine cycle to the fuel cell-lithium battery hydrogen energy hybrid system for power generation, the heat energy that is difficult to utilize in the high-temperature exhaust gas of the fuel cell is recycled, and the energy utilization efficiency of the hydrogen energy hybrid system is improved.

[0058] The present invention generates electricity through the waste heat utilization of the high-temperature exhaust gas of a fuel cell. On the premise of the same total power demand, it reduces the power demand for lithium batteries and DC-DC converters, thereby reducing the weight of lithium batteries and DC-DC converters. By utilizing the cooling capacity brought about by the temperature change between low-temperature liquid hydrogen and the hydrogen required for the fuel cell reaction, it replaces the traditional lithium battery thermal management system to cool the lithium battery system, thereby reducing the weight of the thermal management system.

[0059] The present invention avoids the compensatory loss of using air as a heat sink by utilizing hydrogen as the terminal heat sink of each thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] The drawings forming a part of this application are used to provide a further understanding of this application. The schematic embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation to this application. In the drawings:

[0061] Figure 1 is a system schematic diagram of the present invention embodiment without a waste heat utilization system;

[0062] Figure 2 is a schematic diagram of a hydrogen energy hybrid system based on an organic Rankine cycle according to an embodiment of the present invention;

[0063] Figure 3 is a system schematic diagram of the lithium battery system of the present invention embodiment when flowing through the maximum flow rate of hydrogen;

[0064] Figure 4 is a system schematic diagram of the lithium battery system of the present invention embodiment without hydrogen gas flow; DETAILED DESCRIPTION OF THE EMBODIMENTS

[0065] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The following will refer to the drawings and combine with the embodiments to detail this application.

[0066] It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0067] Embodiment 1

[0068] As Figure 1 shown, it is a fuel cell-lithium battery hybrid system without a waste heat utilization system.

[0069] An energy management system, used to concentrate the DC electric energy from different sources, form a stable voltage source, uniformly distribute the electric energy for use, and feedback the operating state of the hydrogen energy hybrid system to the aircraft pilot;

[0070] A lithium battery system, which is used to convert the stored chemical energy into electrical energy for output, or convert the input electrical energy into chemical energy for storage;

[0071] A fuel cell system, which is used to convert the chemical energy of hydrogen and oxygen into electrical energy and heat energy;

[0072] A hydrogen storage system, which is used to store high-pressure and low-temperature liquid hydrogen;

[0073] An electric motor system, which is used to convert electrical energy into mechanical energy to drive the fan to rotate and generate thrust;

[0074] An air system, which is used to inhale air from the external environment of the aircraft, compress and cool it, and then use it for the fuel cell reaction and the evaporator heating of the waste heat utilization system.

[0075] Furthermore, the energy management system includes a bus bar and an energy management controller; the bus bar is used to concentrate the DC electrical energy from different sources; the energy management controller is used to send control signals to other systems and devices in the hydrogen energy hybrid system according to the control instructions of the aircraft pilot and the formulated energy management strategy.

[0076] Specifically, the energy management system calculates the working instructions of each system in the current state based on the flight requirements of the aircraft, the operation signals of the aircraft pilot, and the feedback signals of other systems, and outputs control signals to each system according to the pre-formulated energy management strategy. The control signals include: control signals for the lithium battery system, control signals for the fuel cell system, control signals for the hydrogen storage system, control signals for the electric motor system, and control signals for the air system.

[0077] Furthermore, the lithium battery system includes a lithium battery and a DC-DC converter; the lithium battery and the DC-DC converter are connected by a DC cable;

[0078] The lithium battery is used to convert the stored chemical energy into electrical energy for output, or convert the input electrical energy into chemical energy for storage;

[0079] The DC-DC converter is used to boost the electrical energy output by the lithium battery to the bus bar, or step down the electrical energy of the bus bar and input it into the lithium battery for storage.

[0080] Specifically, the lithium battery system connects the electrical connections of each device in the system according to the control signal of the lithium battery system. When connected, the DC-DC converter boosts the electrical energy output by the lithium battery to the bus bar. The lithium battery system feeds back signals such as the output voltage and output current of the lithium battery to the energy management system.

[0081] Furthermore, the fuel cell system includes a fuel cell and a fuel cell thermal management system; the fuel cell and the fuel cell thermal management system are mechanically connected by pipelines;

[0082] The fuel cell is used to convert the chemical energy of hydrogen and oxygen into electrical energy and heat energy;

[0083] The fuel cell thermal management system is used to cool the fuel cell and maintain the equipment temperature within a suitable range.

[0084] Further, the fuel cell thermal management system includes a third heat exchanger, a propylene glycol solution tank, a sensor (not shown), a fuel cell thermal management controller (not shown), a third pump, and a third solenoid valve; the third heat exchanger, the propylene glycol solution tank, the third solenoid valve, and the third pump are mechanically connected in sequence through pipelines; the sensor (not shown) and the above pipelines are mechanically connected by means such as welding and assembly, and are connected to the fuel cell thermal management controller (not shown) through a cable; the third pump and the third solenoid valve are respectively connected to the fuel cell thermal management controller (not shown) through a cable;

[0085] The third heat exchanger is used to provide heat exchange conditions between the propylene glycol solution and the low-temperature hydrogen;

[0086] The propylene glycol solution tank is used to store the circulating working medium, the propylene glycol solution, required for the operation of the fuel cell thermal management system;

[0087] The sensor is used to monitor the temperature inside the fuel cell, the flow rate, temperature, and pressure of the propylene glycol solution;

[0088] The fuel cell thermal management controller is used to output control instructions to the third pump and the third solenoid valve according to the signals fed back by the sensor;

[0089] The third pump is used to pressurize the propylene glycol solution and drive it to flow at a suitable flow rate and pressure;

[0090] The third solenoid valve is used to control the flow path switch of the propylene glycol solution.

[0091] Specifically, the fuel cell system enables the fuel cell and the fuel cell thermal management system according to the control signal of the fuel cell system. When the fuel cell is enabled, it inhales hydrogen and oxygen, and generates high-temperature exhaust gas and direct current through electrochemical reactions. When the fuel cell thermal management system is enabled, the fuel cell thermal management controller outputs control signals to the third pump and the third solenoid valve based on the monitored internal temperature of the fuel cell and the pre-established control strategy. The third pump adjusts its rotational speed according to the control signal, and pumps out propylene glycol solution with appropriate flow rate and pressure to cool the fuel cell. The third solenoid valve opens the flow path of the propylene glycol solution at the outlet of the organic working fluid tank according to the control signal. After cooling the fuel cell, the propylene glycol solution flows into the third heat exchanger, exchanges heat with hydrogen, and then flows back to the organic working fluid tank. The fuel cell system feeds back signals such as the fuel cell temperature, the output electric power of the fuel cell, the gas pressure inside the fuel cell, and the gas temperature inside the fuel cell to the energy management system.

[0092] Further, the hydrogen storage system includes a hydrogen storage tank, a first three-way valve, and a four-way valve; the hydrogen storage tank, the first three-way valve, and the four-way valve are mechanically connected in sequence through pipelines;

[0093] The hydrogen storage tank is used to store high-pressure and low-temperature liquid hydrogen;

[0094] The first three-way valve is used to adjust the high-pressure liquid hydrogen in the hydrogen storage tank to low-pressure and low-temperature hydrogen, and change the flow path distribution of the hydrogen;

[0095] The four-way valve is used to change the flow path distribution of the hydrogen;

[0096] Specifically, as an innovative implementation method, the hydrogen storage system opens the first three-way valve and the four-way valve according to the control signal of the hydrogen storage system. When the first three-way valve is opened, hydrogen with a certain pressure and temperature is ejected from the hydrogen storage tank and flows to one or all of the flow paths opened by the first three-way valve. When the four-way valve is opened, the hydrogen flows to one or some of the flow paths opened by the four-way valve. After the hydrogen is ejected from the hydrogen storage tank, it flows along the pipelines and connected equipment formed by the opening of the first three-way valve and the four-way valve, cools or exchanges heat with the equipment, and finally flows to the fuel cell reaction. The hydrogen storage system feeds back signals such as the opening and closing conditions of the first three-way valve, the opening and closing conditions of the four-way valve, the hydrogen temperature, the hydrogen pressure, and the hydrogen flow rate to the energy management system.

[0097] Further, the motor system includes motors (left and right), DC-AC converters (left and right), and a motor thermal management system; the motor thermal management system includes a first pump, a first solenoid valve, a first lubricating oil tank, a first heat exchanger, a sensor, and a motor thermal management controller; the first heat exchanger, the first lubricating oil tank, the first solenoid valve, and the first pump are mechanically connected in sequence through pipelines; the sensor is mechanically connected to the above pipelines by welding, assembling, etc., and is connected to the motor thermal management controller by a cable; the first pump and the first solenoid valve are respectively connected to the motor thermal management controller by a cable;

[0098] The motor (left, right) is used to convert AC electrical energy into mechanical energy, driving the fan to rotate and generate thrust.

[0099] The DC-AC converter (left, right) is used to convert the high-voltage DC power of the bus into AC power suitable for the operating voltage of the motor.

[0100] The motor thermal management system is used to cool the motor (left, right) and the DC-AC converter (left, right), maintaining the equipment temperature within a suitable range.

[0101] Specifically, the motor system activates the motor and the motor thermal management system according to the control signal of the motor system. When the motor is activated, the motor thermal management system is activated. After the DC power of the bus is converted into AC power suitable for the operation of the motor by the DC-AC converter, it is transmitted to the motor. The motor operates to generate torque, driving the fan to rotate and generate thrust. When the motor thermal management system is activated, the first pump adjusts the rotational speed according to the control signal, pumps out lubricating oil with appropriate flow rate and pressure from the first lubricating oil tank and divides it into two motors. The first solenoid valve opens the lubricating oil flow path at the outlet of the first lubricating oil tank according to the control signal. The lubricating oil cools the motor and then converges and flows into the first heat exchanger, exchanges heat with hydrogen, and then flows back to the first lubricating oil tank. The motor system feeds back signals such as the lubricating oil temperature, pressure, flow rate at the outlets of its various devices, motor speed, and motor output power to the energy management system.

[0102] Furthermore, the air system includes an air inlet duct, a compressor, a fourth heat exchanger, and an exhaust port; the air inlet duct, the compressor, the fourth heat exchanger, the fuel cell, and the exhaust port are mechanically connected in sequence through pipelines;

[0103] The air inlet duct is used to suck air from the external environment of the aircraft;

[0104] The compressor is used to compress the air sucked by the air inlet duct into air with a higher pressure and higher temperature;

[0105] The fourth heat exchanger is used to provide heat exchange conditions between the high-temperature and high-pressure air and hydrogen, cooling the air to a temperature suitable for entering the fuel cell;

[0106] The exhaust port is used to discharge the exhaust gas of the fuel cell to the external environment of the aircraft;

[0107] Specifically, according to the control signal of the air system, the air system sucks in an appropriate flow of air through the air intake duct. Driven by electric energy, the compressor compresses the air sucked in by the air intake duct to high temperature and high pressure, and then the compressed air flows into the fourth heat exchanger to exchange heat with hydrogen, resulting in a temperature drop. Then the air flows into the fuel cell to react with hydrogen and is discharged from the fuel cell outlet as high-temperature exhaust gas. Then the high-temperature exhaust gas is discharged to the external environment of the aircraft through the exhaust port. The air system feeds back signals such as air flow rate, air temperature and pressure at the outlets of various devices to the energy management system.

[0108] Embodiment 2

[0109] As Figure 2 shown, in this embodiment, a hydrogen energy hybrid system based on organic Rankine cycle waste heat power generation is provided, including:

[0110] An energy management system, which is used to concentrate DC electric energy from different sources to form a stable voltage source, uniformly distribute the use of electric energy, and feedback the operating status of the hydrogen energy hybrid system to the aircraft pilot;

[0111] A lithium battery system, which is used to convert the stored chemical energy into electric energy for output, or convert the input electric energy into chemical energy for storage;

[0112] A fuel cell system, which is used to convert the chemical energy of hydrogen and oxygen into electric energy and heat energy;

[0113] A hydrogen storage system, which is used to store high-pressure low-temperature liquid hydrogen;

[0114] A waste heat utilization system, which is used to recover the heat energy of the high-temperature exhaust gas of the fuel cell based on the organic Rankine cycle to generate electric energy;

[0115] An electric motor system, which is used to convert electric energy into mechanical energy to drive the fan to rotate and generate thrust;

[0116] An air system, which is used to suck in air from the external environment of the aircraft, compress and cool it, and then use it for fuel cell reaction and heating of the evaporator of the waste heat utilization system.

[0117] Furthermore, the energy management system includes a bus bar and an energy management controller; the bus bar is used to concentrate DC electric energy from different sources; the energy management controller is used to send control signals to other systems and devices in the hydrogen energy hybrid system according to the control instructions of the aircraft pilot and the formulated energy management strategy.

[0118] Specifically, the energy management system calculates the working instructions of each system in the current state based on the flight requirements of the aircraft, the control signals of the aircraft pilot, and the feedback signals of other systems, and outputs control signals to each system according to the pre-established energy management strategy. The control signals include: the control signal of the lithium battery system, the control signal of the fuel cell system, the control signal of the hydrogen storage system, the control signal of the waste heat utilization system, the control signal of the motor system, and the control signal of the air system.

[0119] Further, the lithium battery system includes a lithium battery and a DC-DC converter; the lithium battery and the DC-DC converter are connected by a DC cable;

[0120] The lithium battery is used to convert the stored chemical energy into electrical energy for output, or convert the input electrical energy into chemical energy for storage;

[0121] The DC-DC converter is used to boost the electrical energy output by the lithium battery to the bus, or step down the electrical energy of the bus and input it into the lithium battery for storage.

[0122] Specifically, the lithium battery system connects the electrical connections of each device in the system according to the control signal of the lithium battery system. When connected, the DC-DC converter boosts the electrical energy output by the lithium battery to the bus. The lithium battery system feeds back signals such as the output voltage and output current of the lithium battery to the energy management system.

[0123] Further, the fuel cell system includes a fuel cell and a fuel cell thermal management system; the fuel cell and the fuel cell thermal management system are mechanically connected by a pipeline;

[0124] The fuel cell is used to convert the chemical energy of hydrogen and oxygen into electrical energy and heat energy;

[0125] The fuel cell thermal management system is used to cool the fuel cell and maintain the equipment temperature within a suitable range.

[0126] Further, the fuel cell thermal management system includes a third heat exchanger, a propylene glycol solution tank, a sensor (not shown), a fuel cell thermal management controller (not shown), a third pump, and a third solenoid valve; the third heat exchanger, the propylene glycol solution tank, the third solenoid valve, and the third pump are mechanically connected in sequence by a pipeline; the sensor (not shown) and the above pipeline are mechanically connected by welding, assembling, etc., and are connected to the fuel cell thermal management controller (not shown) by a cable; the third pump and the third solenoid valve are respectively connected to the fuel cell thermal management controller (not shown) by a cable;

[0127] The third heat exchanger is used to provide heat exchange conditions for the propylene glycol solution and low-temperature hydrogen;

[0128] The propylene glycol solution tank is used to store the circulating working medium, i.e., the propylene glycol solution, required for the operation of the fuel cell thermal management system;

[0129] The sensor is used to monitor the temperature inside the fuel cell, as well as the flow rate, temperature, and pressure of the propylene glycol solution;

[0130] The fuel cell thermal management controller is used to output control instructions to the third pump and the third solenoid valve according to the signals fed back by the sensor;

[0131] The third pump is used to pressurize the propylene glycol solution and drive it to flow at an appropriate flow rate and pressure;

[0132] The third solenoid valve is used to control the flow path switch of the propylene glycol solution.

[0133] Specifically, the fuel cell system enables the fuel cell and the fuel cell thermal management system according to the control signal of the fuel cell system. When the fuel cell is enabled, it inhales hydrogen and oxygen, and generates high-temperature exhaust gas and direct current through electrochemical reactions. When the fuel cell thermal management system is enabled, the fuel cell thermal management controller outputs control signals to the third pump and the third solenoid valve based on the monitored temperature inside the fuel cell and the pre-established control strategy. The third pump adjusts its rotational speed according to the control signal and pumps out the propylene glycol solution with an appropriate flow rate and pressure to cool the fuel cell. The third solenoid valve opens the flow path of the propylene glycol solution at the outlet of the propylene glycol solution tank according to the control signal. After cooling the fuel cell, the propylene glycol solution flows into the third heat exchanger, exchanges heat with hydrogen, and then flows back to the propylene glycol solution tank. The fuel cell system feeds back signals such as the fuel cell temperature, the output electric power of the fuel cell, the gas pressure inside the fuel cell, and the gas temperature inside the fuel cell to the energy management system.

[0134] Furthermore, the hydrogen storage system includes a hydrogen storage tank, a first three-way valve, and a four-way valve; the hydrogen storage tank, the first three-way valve, and the four-way valve are mechanically connected in sequence through pipelines;

[0135] The hydrogen storage tank is used to store high-pressure and low-temperature liquid hydrogen;

[0136] The first three-way valve is used to adjust the high-pressure liquid hydrogen in the hydrogen storage tank to low-pressure and low-temperature hydrogen and change the flow path distribution of the hydrogen;

[0137] The four-way valve is used to change the flow path distribution of the hydrogen;

[0138] As an innovative implementation method, the hydrogen storage system opens the first three-way valve and the four-way valve according to the control signal of the hydrogen storage system. When the first three-way valve is opened, hydrogen gas with a certain pressure and temperature is ejected from the hydrogen storage tank and flows to one or all of the flow paths opened by the first three-way valve. When the four-way valve is opened, the hydrogen gas flows to one or some of the flow paths opened by the four-way valve. After the hydrogen gas is ejected from the hydrogen storage tank, it flows along the pipeline formed by the opening of the first three-way valve and the four-way valve and the connected equipment, cools or exchanges heat with the equipment, and finally flows to the fuel cell reaction. The hydrogen storage system feeds back signals such as the opening and closing conditions of the first three-way valve, the opening and closing conditions of the four-way valve, the hydrogen gas temperature, the hydrogen gas pressure, and the hydrogen gas flow rate to the energy management system.

[0139] As Figure 3 shown, the first three-way valve of the hydrogen storage system reduces the opening degree of the direct connection to the four-way valve to full closure, and the four-way valve reduces the opening degree of the direct connection to the energy management system to full closure. This is the system state when the maximum hydrogen gas flow rate passes through the lithium battery system.

[0140] As Figure 4 shown, the first three-way valve of the hydrogen storage system reduces the opening degree of the direct connection to the four-way valve to full closure, and the four-way valve reduces the opening degree of the direct connection to the lithium battery to full closure. This is the system state when the lithium battery system does not need cooling and there is no hydrogen gas flow.

[0141] In this embodiment, innovatively, the hydrogen gas flow path is changed by the opening and closing conditions of the two valves, so as to adapt to different working states (whether the lithium battery needs cooling and the magnitude of the cooling capacity, the magnitude of the cooling capacity required by the waste heat utilization system), and improve the adaptability of the system to variable working conditions.

[0142] Furthermore, as an innovative implementation method, the waste heat utilization system includes an evaporator, a condenser, a turbine, a generator system, an organic working fluid tank, sensors, a waste heat utilization controller, a fourth pump, and a fourth solenoid valve; the evaporator, the turbine, the condenser, the organic working fluid tank, the fourth solenoid valve, and the fourth pump are mechanically connected in sequence through pipelines; the sensors and the above pipelines are mechanically connected by welding, assembly, etc., and are connected to the waste heat utilization controller through cables; the fourth pump and the fourth solenoid valve are respectively connected to the waste heat utilization controller through cables; the generator of the generator system and the turbine are mechanically connected by a coupling or directly coaxially.

[0143] The evaporator is used to heat the liquid organic working fluid to evaporate it into high-temperature gaseous state;

[0144] The condenser is used to cool the low-temperature gaseous organic working fluid to condense it into liquid state;

[0145] The turbine is used to expand and do work on the high-temperature gaseous organic working fluid to drive the turbine to rotate;

[0146] The generator system is used to generate electric energy driven by the turbine;

[0147] The organic working fluid tank is used to store the organic working fluid required for the operation of the waste heat utilization system;

[0148] The sensor is used to monitor the flow rate, temperature and pressure of the organic working fluid in the waste heat utilization system;

[0149] The waste heat utilization controller is used to output control instructions to the fourth pump and the fourth solenoid valve according to the signals fed back by the sensor;

[0150] The fourth pump is used to pressurize the liquid organic working fluid and drive it to flow at a suitable flow rate and pressure;

[0151] The fourth solenoid valve is used to control the on / off of the organic working fluid flow path.

[0152] Furthermore, the generator system includes a generator, an AC-DC converter (not shown), and a generator thermal management system (including a second heat exchanger, a second lubricating oil tank, a second solenoid valve, a second pump, a sensor, and a generator controller); the generator, the second heat exchanger, the second lubricating oil tank, the second solenoid valve, and the second pump are mechanically connected in sequence through pipelines; the sensor and the above pipelines are mechanically connected by welding, assembly, etc., and are connected to the generator controller through a cable; the generator, the AC-DC converter, and the generator controller are connected to each other through cables;

[0153] The generator is used to generate and output alternating current driven by the turbine shaft;

[0154] The AC-DC converter is used to convert the alternating current generated by the generator into direct current and output it to the bus;

[0155] The generator thermal management system is used to cool the generator and maintain the generator temperature within a suitable range.

[0156] Specifically, as an innovative implementation method, the waste heat utilization system enables the waste heat utilization power generation function according to the waste heat utilization system control signal. When enabling the waste heat utilization power generation function, the waste heat utilization controller outputs control signals to the fourth pump, the fourth solenoid valve, and the generator system. The fourth pump adjusts the rotation speed according to the control signal and pumps out a proper flow rate and pressure of liquid organic working fluid from the organic working fluid tank. The fourth solenoid valve opens the organic working fluid flow path at the outlet of the organic working fluid tank according to the control signal. The liquid organic working fluid is heated and evaporated in the evaporator by the high-temperature exhaust gas of the fuel cell to become a gaseous organic working fluid at a certain temperature and pressure, and then flows into the turbine to expand and do work. The turbine drives the generator to generate electricity. After the organic working fluid flows out of the turbine, its temperature and pressure decrease and it is still in a gaseous state, and then it flows into the condenser. The gaseous organic working fluid is cooled and condensed into a liquid organic working fluid in the condenser by low-temperature hydrogen, and then flows back to the organic working fluid tank.

[0157] Specifically, as an innovative implementation method, the generator system enables or disables the generator and the generator thermal management system according to a control signal. When the generator is enabled, the generator thermal management system is enabled. The second pump adjusts its rotational speed according to the control signal to pump out lubricating oil with appropriate flow rate and pressure from the second lubricating oil tank. The second solenoid valve opens the lubricating oil flow path at the outlet of the second lubricating oil tank according to the control signal. After the lubricating oil cools the generator, it flows into the second heat exchanger, exchanges heat with hydrogen, and then flows back to the second lubricating oil tank. The waste heat utilization system feeds back signals such as the temperature, pressure, and flow rate of the organic working fluid at the outlets of its various devices, the turbine rotational speed, and the generator power generation to the energy management system.

[0158] Further, the motor system includes motors (left and right), DC-AC converters (left and right), and a motor thermal management system; the motor thermal management system includes a first pump, a first solenoid valve, a first lubricating oil tank, a first heat exchanger, sensors, and a motor thermal management controller; the first heat exchanger, the first lubricating oil tank, the first solenoid valve, and the first pump are mechanically connected in sequence through pipelines; the sensors are mechanically connected to the above pipelines by welding, assembly, etc., and are connected to the motor thermal management controller by cables; the first pump and the first solenoid valve are respectively connected to the motor thermal management controller by cables;

[0159] The motors (left and right) are used to convert AC electrical energy into mechanical energy to drive the fan to rotate and generate thrust;

[0160] The DC-AC converters (left and right) are used to convert the high-voltage DC power of the bus into AC power suitable for the operating voltage of the motors;

[0161] The motor thermal management system is used to cool the motors (left and right) and the DC-AC converters (left and right) to maintain the equipment temperature within a suitable range.

[0162] Specifically, the motor system enables the motors and the motor thermal management system according to the control signal of the motor system. When the motors are enabled, the motor thermal management system is enabled. After the DC power of the bus is converted into AC power suitable for the operating voltage of the motors by the DC-AC converters, it is transmitted to the motors. The motors generate torque during operation to drive the fan to rotate and generate thrust. When the motor thermal management system is enabled, the first pump adjusts its rotational speed according to the control signal to pump out lubricating oil with appropriate flow rate and pressure from the first lubricating oil tank and split it to the two motors. The first solenoid valve opens the lubricating oil flow path at the outlet of the first lubricating oil tank according to the control signal. After the lubricating oil cools the motors, it converges and flows into the first heat exchanger, exchanges heat with hydrogen, and then flows back to the first lubricating oil tank. The motor system feeds back signals such as the temperature, pressure, and flow rate of the lubricating oil at the outlets of its various devices, the motor rotational speed, and the motor output power to the energy management system.

[0163] Further, the air system includes an air inlet duct, a compressor, a fourth heat exchanger, and an exhaust port; the air inlet duct, the compressor, the fourth heat exchanger, the fuel cell, the evaporator, and the exhaust port are mechanically connected in sequence through pipelines;

[0164] The air inlet duct is used to suck air from the external environment of the aircraft;

[0165] The compressor is used to compress the air sucked by the air inlet duct into air with a higher pressure and a higher temperature;

[0166] The fourth heat exchanger is used to provide heat exchange conditions between the high-temperature and high-pressure air and hydrogen, so that the air is cooled to a temperature suitable for entering the fuel cell;

[0167] The exhaust port is used to discharge the exhaust gas after the fuel cell passes through the evaporator to the external environment of the aircraft.

[0168] Specifically, as an innovative implementation method, the air system sucks in an appropriate flow rate of air from the air inlet duct according to the control signal of the air system. Driven by electric energy, the compressor compresses the air sucked by the air inlet duct to high temperature and high pressure, and then flows into the fourth heat exchanger to exchange heat with hydrogen, and the temperature decreases. Then the air flows into the fuel cell to react with hydrogen, and is discharged from the fuel cell outlet to become high-temperature tail gas. Then the high-temperature tail gas flows into the evaporator of the waste heat utilization system to heat the organic working medium, and finally is discharged to the external environment of the aircraft through the exhaust port. The air system feeds back signals such as the air flow rate, the air temperature and pressure at the outlets of each device to the energy management system.

[0169] (I) Energy utilization

[0170] The thermal performance of the waste heat utilization system is calculated as follows:

[0171] In the turbine, the work done by the expansion of the organic working medium is W_T = m*(h(1)-h(2)); where, m is the flow rate of the organic working medium, the same below; h(1) is the enthalpy of the organic working medium at the turbine inlet; h(2) is the enthalpy of the organic working medium at the turbine outlet, the same below.

[0172] In the condenser, the heat released by the cooling and condensation of the organic working medium is Q_L = m*(h(2)-h(4)); where, h(4) is the enthalpy of the organic working medium at the condenser outlet.

[0173] The power consumed by the pump is W_P = m*(h(5)-h(4)); where, h(5) is the enthalpy of the organic working medium at the pump outlet, the same below.

[0174] The volumetric flow rate of the pump is q = m / v(5)*3600; where, v(5) is the density of the organic working medium at the pump outlet, the same below.

[0175] The head of the pump is H = (P(5) - P(4)) / v(5) / 9.8; where P(4) is the pressure of the organic working fluid at the condenser outlet, and P(5) is the pressure of the organic working fluid at the pump outlet.

[0176] In the evaporator, the heat absorbed by the organic working fluid during evaporation is Q_H = m * (h(1) - h(5)).

[0177] The overall cycle work of the organic Rankine cycle is W = W_T - W_P.

[0178] The energy utilization efficiency is y_energy = W / Q_H.

[0179] The exergy utilization efficiency is y_exergy = W / (Q_H * (1 - T_L / T_H)); where T_L is the temperature of the low-temperature heat source, i.e., the temperature at which hydrogen enters the condenser, and T_H is the temperature of the high-temperature heat source, i.e., the temperature at which the high-temperature exhaust gas of the fuel cell enters the evaporator.

[0180] Under the conditions of a high-temperature heat source temperature of 450 K, a low-temperature heat source temperature of 20 K, and an organic working fluid flow rate of 1 kg / s, the cycle work of the waste heat utilization system is 83 kW, the energy utilization efficiency is 28.6%, and the exergy utilization efficiency is 29.9%. This shows that the waste heat utilization system recovers 83 kW of heat energy that was originally discharged into the environment and was difficult to utilize from the high-temperature exhaust gas of the fuel cell.

[0181] (II) Weight

[0182] In the waste heat utilization system, both the condenser and the evaporator are heat exchangers, and their weight calculation formulas are the same:

[0183]

[0184] In the formula: W cnn is the weight of the auxiliary components inside the heat exchanger; A total is the total heat transfer area; l p is the plate length of the heat exchanger; w p is the plate width of the heat exchanger; M sp is the weight of a single heat transfer plate.

[0185] The weights of the turbine-generator and the pump are related to their powers, and the calculation methods are as follows:

[0186] W exp = 0.0455 (W exp ) 2 - 0.0968W exp + 11.43 (2)

[0187] In the formula: W exp is the output power of the turbine-generator.

[0188] W pp =0.0049(ΔP pp ) 2 +0.637ΔP pp +5.2 (3)

[0189] Where: ΔP pp is the pressure difference at both ends of the working fluid pump.

[0190] The weight calculation method for waste heat utilization system pipelines, pumps, valves and management systems is as follows:

[0191] W pipe =0.14W sys (4)

[0192] W ctr =0.02W sys (5)

[0193] The waste heat utilization system of the present invention generates electricity by utilizing the waste heat of the high-temperature exhaust gas of the fuel cell. Under the premise of the same total power demand, it reduces the power demand for lithium batteries and DC-DC converters, thereby reducing the weight of lithium batteries and DC-DC converters.

[0194] The waste heat utilization system of the present invention replaces the traditional lithium battery thermal management system by utilizing the cooling energy brought by the temperature change between low-temperature liquid hydrogen and the hydrogen required for the fuel cell reaction, cools the lithium battery system, and thus reduces the weight of the thermal management system.

[0195] Compared with the original fuel cell-lithium battery hydrogen energy hybrid system without the waste heat utilization system in Example 1, the system weight under the technical solution of the present invention is calculated under the premise of the same total power, as shown in Table 1. It can be seen that by installing the waste heat utilization system of the present invention, the total weight is reduced by 50kg under the premise of keeping the total power the same.

[0196] Table 1

[0197]

[0198] (III) Compensation

[0199] The terminal heat sink of the thermal management system of the power system of traditional aircraft often uses fuel or air. The hydrogen hybrid system cannot use fuel as the terminal heat sink because it does not have fuel. When air is used as a heat sink, additional resistance compensation loss will be introduced, resulting in increased aircraft resistance, which is not conducive to power. Each thermal management system described in the present invention uses hydrogen as the terminal heat sink, avoiding the compensation loss of using air as a heat sink.

[0200] In this embodiment, a waste heat utilization system based on the organic Rankine cycle for the high-temperature exhaust gas of a fuel cell is innovatively designed. Specifically, it includes:

[0201] 1. Using hydrogen as a low-temperature heat source, the temperature difference between the high-temperature heat source and the low-temperature heat source is increased, thereby improving the energy utilization efficiency of the organic Rankine cycle, as shown in (I) energy utilization calculation;

[0202] 2. Compared with the system without waste heat utilization (Embodiment 1), using hydrogen as the heat sink of the second heat exchanger, since the temperature is lower than that of air, the weight required for the heat exchanger is reduced, as shown in (II) weight calculation;

[0203] 3. Compared with the system without waste heat utilization (Embodiment 1), using hydrogen as the heat sink of the second heat exchanger, since there is no need to introduce air outside the aircraft, the amount of air introduced into the air intake duct is reduced, thereby avoiding the increase in compensation loss caused by the increase in air extraction, as shown in (III) compensation calculation.

[0204] In this embodiment, by adding a waste heat utilization system based on the organic Rankine cycle to generate electricity in a fuel cell-lithium battery hydrogen energy hybrid system, the heat energy that is difficult to utilize in the high-temperature exhaust gas of the fuel cell is recovered and utilized based on the organic Rankine cycle, improving the energy utilization efficiency of the hydrogen energy hybrid system.

[0205] In this embodiment, by using the waste heat of the fuel cell high-temperature exhaust gas to generate electricity, on the premise of the same total power demand, the power demand for the lithium battery and the DC-DC converter is reduced, thereby reducing the weight of the lithium battery and the DC-DC converter. By utilizing the cold energy brought by the temperature change between the low-temperature liquid hydrogen and the hydrogen required for the fuel cell reaction, the traditional lithium battery thermal management system is replaced to cool the lithium battery system, thereby reducing the weight of the thermal management system.

[0206] In this embodiment, by using hydrogen as the terminal heat sink of each thermal management system, the compensation loss caused by using air as the heat sink is avoided.

[0207] The above is only the preferred specific embodiment of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A hydrogen hybrid system based on organic Rankine cycle waste heat power generation, characterized in that: The following steps are involved: Energy management system, which is used to collect DC power from different sources to form a stable voltage source, uniformly distribute power usage, and provide feedback to the aircraft pilot on the operating status of the hydrogen hybrid system; Lithium battery systems, used to convert stored chemical energy into electrical energy output, or convert input electrical energy into chemical energy for storage; Fuel cell systems, which convert the chemical energy of hydrogen and oxygen into electricity and heat; Hydrogen storage system, used to store high-pressure and low-temperature liquid hydrogen; Waste heat utilization system, which is used to recover the heat energy of high-temperature exhaust gas of fuel cells based on organic Rankine cycle to generate electricity; The motor system is used to convert electrical energy into mechanical energy to drive the fan to rotate and generate thrust; The air system is used to inhale air from the environment outside the aircraft, compress and cool it, and then use it to heat the evaporator of the fuel cell reaction and waste heat utilization system.

2. The system according to claim 1, characterized in that The energy management system includes a bus and an energy management controller; The busbar is used to collect DC power from different sources; The energy management controller is used to send control signals to other systems and devices in the hydrogen hybrid system according to the control instructions of the aircraft pilot and the proposed energy management strategy.

3. The system according to claim 2, characterized in that The lithium battery system comprises a lithium battery and a DC-DC converter, wherein the lithium battery and the DC-DC converter are connected via a DC cable; The lithium battery is used to convert stored chemical energy into electrical energy for output, or to convert input electrical energy into chemical energy for storage; The DC-DC converter is used to expand the power output by the lithium battery to the bus, or to reduce the power of the bus and input it into the lithium battery for storage.

4. The system according to claim 1, characterized in that The fuel cell system comprises a fuel cell and a fuel cell thermal management system, wherein the fuel cell and the fuel cell thermal management system are mechanically connected via a pipeline; The fuel cell is used to convert the chemical energy of hydrogen and oxygen into electrical energy and thermal energy; The fuel cell thermal management system is used to cool the fuel cell and maintain the device temperature within a suitable range.

5. The system according to claim 4, characterized in that The fuel cell thermal management system comprises a third heat exchanger, a propylene glycol solution tank, a sensor, a fuel cell thermal management controller, a third pump and a third solenoid valve, wherein the third heat exchanger, the propylene glycol solution tank, the third solenoid valve and the third pump are mechanically connected in sequence through pipelines, the sensor and the pipeline are mechanically connected and connected to the fuel cell thermal management controller through a cable, and the third pump and the third solenoid valve are respectively connected to the fuel cell thermal management controller through cables; The third heat exchanger is used to provide heat exchange conditions between the propylene glycol solution and the low-temperature hydrogen; The propylene glycol solution tank is used to store the circulating working fluid propylene glycol solution required for the operation of the fuel cell thermal management system; The sensor is used to monitor the temperature inside the fuel cell, the flow rate, temperature and pressure of the propylene glycol solution; The fuel cell thermal management controller is used to output control instructions to the third pump and the third solenoid valve according to the signal fed back by the sensor; The third pump is used to pressurize the propylene glycol solution and drive it to flow at a suitable flow rate and pressure; The third solenoid valve is used to control the flow path switch of the propylene glycol solution.

6. The system according to claim 1, characterized in that The hydrogen storage system comprises a hydrogen storage tank, a first three-way valve and a four-way valve, wherein the hydrogen storage tank, the first three-way valve and the four-way valve are mechanically connected in sequence through a pipeline; The hydrogen storage tank is used to store high-pressure and low-temperature liquid hydrogen; The first three-way valve is used to adjust the high-pressure liquid hydrogen in the hydrogen storage tank to low-temperature hydrogen with a lower pressure and change the flow distribution of the hydrogen; The four-way valve is used to change the flow distribution of hydrogen.

7. The system according to claim 1, characterized in that The waste heat utilization system comprises an evaporator, a condenser, a turbine, a generator system, an organic working fluid box, a sensor, a waste heat utilization controller, a fourth pump and a fourth solenoid valve, wherein the evaporator, the turbine, the condenser, the organic working fluid box, the fourth solenoid valve and the fourth pump are mechanically connected in sequence through pipelines, the sensor and the pipeline are mechanically connected and connected to the waste heat utilization controller through cables; the fourth pump and the fourth solenoid valve are respectively connected to the waste heat utilization controller through cables; the generator and the turbine of the generator system are mechanically connected through a coupling or direct coaxial mechanical connection; The evaporator is used to heat the liquid organic working medium to evaporate it into a high-temperature gas state; The condenser is used to cool the low-temperature gaseous organic working medium to condense it into liquid; The turbine is used to expand the high-temperature gaseous organic working medium to do work and drive the turbine to rotate; The generator system is used to generate electrical energy under the drive of a turbine; The organic working fluid box is used to store the organic working fluid required for the operation of the waste heat utilization system; The sensor is used to monitor the temperature at various locations in the waste heat utilization system, the flow rate, temperature and pressure of the organic working fluid; The waste heat utilization controller is used to output control instructions to the fourth pump and the fourth solenoid valve according to the signal fed back by the sensor; The fourth pump is used to pressurize the liquid organic working medium and drive it to flow at a suitable flow rate and pressure; The fourth solenoid valve is used to control the switch of the organic working fluid flow path.

8. The system according to claim 7, characterized in that The generator system includes a generator, an AC-DC converter and a generator thermal management system, wherein the generator thermal management system includes a second heat exchanger, a second oil tank, a second solenoid valve, a second pump, a sensor, and a generator controller, wherein the generator, the second heat exchanger, the second oil tank, the second solenoid valve, and the second pump are mechanically connected in sequence through pipelines; the sensor and the pipeline are mechanically connected and connected to the generator controller through cables; the generator, the AC-DC converter, and the generator controller are connected in pairs through cables; The generator is used to generate and output AC power under the drive of the turbine shaft; The AC-DC converter is used to convert the alternating current generated by the generator into direct current and output it to the bus; The generator thermal management system is used to cool the generator and maintain the generator temperature within a suitable range.

9. The system according to claim 1, characterized in that The motor system includes an electric motor, a DC-AC converter and a motor thermal management system, wherein the motor thermal management system includes a first pump, a first solenoid valve, a first lubricating oil tank, a first heat exchanger, a sensor, and a motor thermal management controller; the first heat exchanger, the first lubricating oil tank, the first solenoid valve, and the first pump are mechanically connected in sequence through pipelines; the sensor is mechanically connected to the pipeline and connected to the motor thermal management controller through a cable; the first pump and the first solenoid valve are respectively connected to the motor thermal management controller through cables; The motor is used to convert AC electrical energy into mechanical energy to drive the fan to rotate and generate thrust; The DC-AC converter is used to convert the high-voltage direct current of the busbar into alternating current of a suitable working voltage for the motor; The motor thermal management system is used to cool the motor and the DC-AC converter to maintain the device temperature within a suitable range.

10. The system according to claim 1, characterized in that The air system comprises an air inlet, a compressor, a fourth heat exchanger and an exhaust port, wherein the air inlet, the compressor, the fourth heat exchanger, the fuel cell, the evaporator and the exhaust port are mechanically connected in sequence through pipelines; The air inlet is used to draw air from the environment outside the aircraft; The compressor is used to compress the air sucked into the air inlet into air with higher pressure and higher temperature; The fourth heat exchanger is used to provide heat exchange conditions between high-temperature and high-pressure air and hydrogen, so that the air is cooled to a lower temperature; The exhaust port is used to discharge the exhaust gas of the fuel cell after passing through the evaporator to the environment outside the aircraft.

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