High-power takeoff energy supply system for hybrid aircraft based on superconducting magnetic energy storage

Abstract

The present invention relates to the technical field of hybrid aircraft, and discloses a high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage. By directly immersing the superconducting coil in the hydrogen storage tank of the aircraft, a large amount of liquid hydrogen carried by the aircraft itself is used as the cold source for the superconducting coil, eliminating the weight of the refrigerator and heat preservation tank that were originally necessary for superconducting magnetic energy storage; when the aircraft is in scenarios with relatively low power requirements such as level flight or landing, the power generated by the gas turbine driving the superconducting generator is greater than the power required by the aircraft. At this time, the superconducting coil can be charged to achieve energy recovery and storage; in scenarios with relatively high power requirements such as takeoff, the advantages of high power density and fast response speed of the superconducting coil are utilized to provide electricity for the propulsion unit to meet the high-power requirements in stages such as the takeoff of the aircraft, greatly improving the high-power maneuverability, electrical energy management and transmission capabilities of the hybrid aircraft.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid aircraft, and discloses a high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage. Background Art

[0002] With the maturity and popularization of superconducting technology, many countries are currently developing superconducting hybrid electric aircraft, and the power and energy density of batteries are the bottlenecks restricting the development of hybrid aircraft. In scenarios with large power demands such as takeoff, due to the high energy density and low power density of batteries, it is impossible to drive the propulsion unit solely by batteries. To achieve the power required for the takeoff of a hybrid aircraft, only the number of batteries and fuel cells can be increased, and the resulting weight is unacceptable. In addition, theoretically, the power density of superconducting motors is much higher than that of conventional motors. However, if the weights of auxiliary equipment such as liquid hydrogen and hydrogen storage tanks are taken into account, the benefits brought by introducing superconducting motors will be offset. Therefore, existing superconducting hybrid electric aircraft are still restricted by the power density of the energy storage system and cannot achieve further improvement in aircraft power. Summary of the Invention

[0003] The purpose of the present invention is to provide a high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage, which can realize energy recovery and storage when the aircraft is in scenarios with small power demands such as level flight or landing; and utilize the advantages of high power density and fast response speed of superconducting coils in scenarios with large power demands such as takeoff to provide electricity for the propulsion unit to meet the high-power demands during stages such as the takeoff of the aircraft.

[0004] To achieve the above technical effects, the technical solution adopted by the present invention is as follows:

[0005] A high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage, comprising:

[0006] A superconducting coil, stored in a hydrogen storage tank and immersed in liquid hydrogen;

[0007] A superconducting power transmission and distribution system, electrically connected to the superconducting coil through a superconducting cable, for electric energy transmission and distribution;

[0008] A propulsion unit, electrically connected to the superconducting power transmission and distribution system, for receiving the electric energy distributed by the superconducting power transmission and distribution system to generate a first thrust for the aircraft;

[0009] A gas turbine, communicated with the hydrogen storage tank through a hydrogen transmission device, and liquid hydrogen is injected by the hydrogen transmission device and mixed with aviation kerosene for combustion to generate a second thrust for the aircraft;

[0010] A superconducting generator, where the stator and rotor of the superconducting generator are cooled by liquid hydrogen to achieve superconductivity. The input shaft of the superconducting generator is drivingly connected to the output shaft of the gas turbine. The output end of the superconducting generator and the superconducting coil are respectively electrically connected to the superconducting power transmission and distribution system. When the power required by the aircraft is greater than the first preset power threshold, the superconducting generator and the superconducting coil generate electricity simultaneously to drive the propulsion unit. When the power required by the aircraft is less than the second preset power threshold, the superconducting generator drives the propulsion unit alone or charges the superconducting coil, where the second preset power threshold is less than or equal to the first preset power threshold.

[0011] A monitoring and protection device is used to monitor the working temperature of the superconducting coil and adjust the pressure relief valve of the hydrogen storage tank, or adjust the output of liquid hydrogen or current, so that the superconducting coil maintains its superconducting performance.

[0012] Further, the monitoring and protection device is used to analyze the critical magnetic field of the superconducting coil at the working temperature based on the working temperature , where is the critical magnetic field of the superconducting coil at 0K, is the critical temperature of the superconducting coil material, is the working temperature of the superconducting coil; and when the critical magnetic field is greater than the preset upper magnetic field limit, the pressure relief valve of the hydrogen storage tank is adjusted, or the output of liquid hydrogen or current is adjusted, so that the critical magnetic field of the superconducting coil is below the preset upper magnetic field limit.

[0013] Further, a storage battery is also included. The output end of the storage battery is electrically connected to the superconducting power transmission and distribution system, and the input end of the storage battery is connected to the superconducting generator, which is used to provide electrical energy to the superconducting power transmission and distribution system in parallel with the superconducting coil, or charge the storage battery through the superconducting generator.

[0014] Further, a flight management computer and a power regulation system are also included. The power regulation system is connected to the superconducting coil, the storage battery, and the superconducting power transmission and distribution system through superconducting cables respectively, and is used to regulate the current input to the superconducting power transmission and distribution system. The flight management computer is used to calculate the charge and discharge working parameters of the superconducting coil and the storage battery and the electrical energy distribution parameters of the superconducting power transmission and distribution system in real time according to the preset flight parameter data of this flight mission, and control the power regulation system to adjust the charge and discharge working parameters of the superconducting coil and the storage battery and the electrical energy distribution parameters of the superconducting power transmission and distribution system.

[0015] Further, the power regulation system mainly consists of a PWM four-quadrant pulse width modulator, an inverter, and a transformer.

[0016] Further, a thermoelectric generator is also provided on the hydrogen supply device, which is used to provide 28V low-voltage direct current for the aircraft.

[0017] Further, the superconducting coil is a toroidal coil.

[0018] Further, the hydrogen storage tank is a cylindrical stainless steel vacuum dewar structure, with multiple layers of thermal radiation shielding plates arranged in the interlayer. The hydrogen storage tank has an electromagnetic shielding function that meets GJB 151B - 2013.

[0019] Further, it also includes a measurement system. The measurement system includes a pressure gauge, a thermocouple, an ammeter, and a capacitance tomography tool, which are used to measure pressure, temperature, current, liquid hydrogen evaporation rate, and hydrogen / liquid component distribution parameters respectively.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention uses a large amount of liquid hydrogen carried by the aircraft itself as the cold source of the superconducting coil, eliminating the weight of the refrigerator and the thermal insulation tank that were originally necessary for superconducting magnetic energy storage; when the aircraft is in a level flight or landing scenario with relatively low power demand, the power generated by the gas turbine driving the superconducting generator is greater than the power required by the aircraft. At this time, the superconducting coil can be charged to achieve energy recovery and storage; in scenarios with high power demand such as takeoff, taking advantage of the high power density and fast response speed of the superconducting coil, it provides power for the propulsion unit to meet the high - power demand during the takeoff and other stages of the aircraft, greatly improving the high - power maneuverability, electric energy management, and transmission capabilities of the hybrid aircraft, and solving the problems of low power - to - weight ratio and small takeoff load that the original hybrid aircraft could not overcome. Description of the Drawings

[0021] Figure 1 It is a structural block diagram of a high - power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage in Embodiment 1 or 2;

[0022] Figure 2 It is a structural block diagram of a superconducting power transmission and distribution system in Embodiment 1 or 2;

[0023] Among them, 1. Superconducting coil; 2. Hydrogen storage tank; 3. Superconducting power transmission and distribution system; 4. Propulsion unit; 401. Superconducting motor; 402. Thrust component; 5. Gas turbine; 6. Superconducting generator; 7. Monitoring and protection device; 8. Battery; 9. Flight management computer; 10. Power regulation system; 11. Hydrogen transmission equipment; 12. Thermoelectric power generation chip. Detailed Embodiments

[0024] The present invention will be further described in detail below in conjunction with the embodiments and the drawings. However, it should not be understood that the scope of the above - mentioned subject matter of the present invention is limited to the following embodiments. All technologies implemented based on the content of the present invention belong to the scope of the present invention.

[0025] Embodiment 1

[0026] See Figure 1And Figure 2 , a high-power takeoff power supply system for a hybrid aircraft based on superconducting magnetic energy storage, comprising:

[0027] A superconducting coil 1, stored in a hydrogen storage tank 2 and soaked in liquid hydrogen;

[0028] A superconducting power transmission and distribution system 3, electrically connected to the superconducting coil 1 through a superconducting cable, for electric energy transmission and distribution;

[0029] A propulsion unit 4, electrically connected to the superconducting power transmission and distribution system 3, for receiving the electric energy distributed by the superconducting power transmission and distribution system 3 to generate a first thrust for the aircraft;

[0030] A gas turbine 5, connected to the hydrogen storage tank 2 through a hydrogen transmission device 11, and injecting liquid hydrogen by the hydrogen transmission device 11 to mix and burn with aviation kerosene to generate a second thrust for the aircraft;

[0031] A superconducting generator 6, the stator and rotor of the superconducting generator 6 are cooled by liquid hydrogen to achieve superconductivity, the input shaft of the superconducting generator 6 is drivingly connected to the output shaft of the gas turbine 5, the output end of the superconducting generator 6 and the superconducting coil 1 are respectively electrically connected to the superconducting power transmission and distribution system 3, for when the power required by the aircraft is greater than a first preset power threshold, the superconducting generator 6 and the superconducting coil 1 generate electricity simultaneously to drive the propulsion unit 4; when the power required by the aircraft is less than a second preset power threshold, the superconducting generator 6 alone drives the propulsion unit 4 or charges the superconducting coil 1, wherein the second preset power threshold is less than or equal to the first preset power threshold;

[0032] A monitoring and protection device 7, for monitoring the working temperature of the superconducting coil 1, and adjusting the pressure relief valve of the hydrogen storage tank 2 according to the working temperature, or adjusting the output of liquid hydrogen or current, so that the superconducting coil 1 maintains superconducting performance.

[0033] In this embodiment, by directly soaking the superconducting coil 1 in the hydrogen storage tank 2 of the aircraft, a large amount of liquid hydrogen carried by the aircraft itself is used as the cold source of the superconducting coil 1, eliminating the weight of the refrigerator and heat preservation tank that are originally necessary for superconducting magnetic energy storage; when the aircraft is in a scenario with a small power demand such as level flight or landing, the power generated by the gas turbine 5 driving the superconducting generator 6 is greater than the power required by the aircraft. At this time, the superconducting coil 1 can be charged to realize energy recovery and storage; in scenarios with a large power demand such as takeoff, the advantages of high power density and fast response speed of the superconducting coil 1 are utilized to provide power for the propulsion unit 4 to meet the high-power demand of the aircraft during takeoff and other stages, greatly improving the high-power maneuverability, electric energy management and transmission capabilities of the hybrid aircraft, and solving the problems of low power-to-weight ratio and small takeoff load that the original hybrid aircraft could not overcome.

[0034] In this embodiment, the monitoring and protection device 7 is used to analyze the working temperature to obtain the critical magnetic field of the superconducting coil 1 at the working temperature. , where is the critical magnetic field of the superconducting coil 1 at 0K, is the critical temperature of the material of the superconducting coil 1, is the working temperature of the superconducting coil 1; and when the critical magnetic field is greater than the preset upper limit of the magnetic field, the pressure relief valve of the hydrogen storage tank 2 is adjusted, or the output of liquid hydrogen or current is adjusted, so that the critical magnetic field of the superconducting coil 1 is below the preset upper limit of the magnetic field, ensuring that the superconducting coil 1 does not quench.

[0035] The high-power takeoff power supply system of the hybrid aircraft in this embodiment further includes a storage battery 8. The output end of the storage battery 8 is electrically connected to the superconducting power transmission and distribution system 3, and the input end of the storage battery 8 is connected to the superconducting generator 6, which is used to provide electric energy to the superconducting power transmission and distribution system 3 in parallel with the superconducting coil 1, or to charge the storage battery 8 through the superconducting generator 6. Since the energy density of the storage battery 8 is high while the power density is low, the propulsion unit 4 cannot be driven only by the storage battery 8. The power density of the superconducting coil 1 is very high. The energy storage system after mixing the two has many advantages such as large energy storage density, high rated power, and fast response speed. Especially, the superconducting coil 1 has almost unlimited charge and discharge times, which can be used as a pre-buffer for the charge and discharge of the storage battery 8, and can greatly extend the life cycle of the energy storage system. Especially when the aircraft is in scenarios with low power requirements such as level flight or landing, the power generated by the gas turbine 5 driving the superconducting generator 6 is greater than the power required by the aircraft. At this time, the storage battery 8 and the superconducting coil 1 can be charged to improve the power utilization rate.

[0036] Embodiment 2

[0037] Referring to Figure 1 , a high-power takeoff power supply system for a hybrid aircraft based on superconducting magnetic energy storage includes a superconducting coil 1, a power regulation system 10, a storage battery 8, a hydrogen storage tank 2, a monitoring and protection device 7, a measurement system, a superconducting power transmission and distribution system 3, a superconducting generator 6, a propulsion unit 4, a gas turbine 5, a flight management computer 9, a thermoelectric generator 12, and a superconducting cable. Among them:

[0038] Hydrogen storage tank 2: Stores liquid nitrogen used for combustion and cooling equipment such as the superconducting coil 1. It has a cylindrical stainless steel vacuum dewax structure, with multiple layers of low-emissivity thermal radiation shielding plates arranged in the interlayer, and multiple anti-surge plates arranged inside the tank body. The daily evaporation rate is not higher than 0.15%. At the same time, it has an electromagnetic shielding function that meets GJB 151B-2013, and plays an electromagnetic shielding role at the same time to prevent the superconducting coil 1 from leaking magnetic fields and causing electronic equipment to fail.

[0039] Superconducting coil 1: Immersed in a liquid hydrogen tank, several are set according to the energy storage capacity, and are connected in series or in parallel through an internal circuit; connected to the power conditioning system 10 and the superconducting generator 6 respectively through superconducting cables, and connected to the monitoring and protection device 7 through signal lines; the superconducting coil 1 in this embodiment is a stepped solenoid, an annular superconducting coil in the axial section, which can reduce the weight of the magnet and magnetic leakage, and increase the energy storage; between each superconducting coil 1, they can be connected in series or in parallel through an internal circuit according to task requirements.

[0040] Power conditioning system 10: Mainly composed of a PWM four-quadrant pulse width modulator, a converter, and a transformer, it regulates the current, and is connected to the superconducting coil 1, the battery 8, and the superconducting power transmission and distribution system 3 respectively through superconducting cables, and is connected to the flight management computer 9 through signal lines.

[0041] Battery 8: Connected to the power conditioning system 10 and the superconducting generator 6 respectively through superconducting cables, with the capabilities of high-voltage charge and discharge switching, constant current / constant voltage mode switching, controlled start / stop, self-detection, etc., and can be integrated with the fuselage design and distributed layout at the same time; when the aircraft is in high-power power consumption scenarios such as takeoff, it discharges externally in parallel with the superconducting coil 1; when the aircraft is in low-power power consumption scenarios such as level flight, the superconducting generator 6 charges it.

[0042] Monitoring and protection device 7: Connected to the measurement system on the hydrogen storage tank 2 and the flight management computer 9 through signal lines, used to monitor the real-time operating parameters of the superconducting coil 1, and analyze to obtain the critical magnetic field of the superconducting coil 1 at the working temperature , where is the critical magnetic field of the superconducting coil 1 at 0K, is the critical temperature of the superconducting coil 1 material, is the working temperature of the superconducting coil 1; and when the critical magnetic field is greater than the preset upper limit of the magnetic field, adjust the pressure relief valve of the hydrogen storage tank 2, or adjust the output of liquid hydrogen or current, so that the critical magnetic field of the superconducting coil 1 is below the preset upper limit of the magnetic field, ensuring that the superconducting coil 1 does not lose superconductivity. The monitoring and protection device 7 in this embodiment is powered by 28V low voltage, can analyze more than ten signals such as current and voltage at the same time, and is compatible with a variety of communication protocols.

[0043] Measurement system: Connected to the monitoring and protection device 7 through signal lines, including the pressure relief valve, pressure gauge, thermometer, ammeter, and capacitance tomography device on the top of the hydrogen storage tank 2, which can provide real-time data such as current, temperature, pressure, liquid hydrogen evaporation amount, and liquid / gas hydrogen component distribution for the monitoring and protection device 7.

[0044] Superconducting power transmission and distribution system 3: It is used for high-voltage power transmission and distribution of the whole aircraft, connected to the flight management computer 9 through signal lines, receives power management instructions, completes the control of devices such as distribution switches and protection switches, realizes safe and reliable power transmission and distribution functions, and is connected to all power generation and power consumption equipment through superconducting cables to achieve kV-level high-voltage power transmission and reduce power transmission losses; the superconducting power transmission and distribution system 3 of this embodiment includes busbars, distribution devices, protection devices, power dissipation components, etc., has functions of automatic power distribution, fault protection, self-detection and communication, can achieve high-voltage DC power transmission above 1000V, and the voltage pulsation amplitude does not exceed 5%.

[0045] Superconducting generator 6: It is connected to the hydrogen storage tank 2 through a pipeline and connected to the superconducting motor 401 downstream to achieve superconducting power generation and liquid hydrogen transportation; the output end is respectively connected to the superconducting coil 1, the battery 8 and the superconducting power transmission and distribution system 3 through superconducting cables; connected to the flight management computer 9 through signal lines; connected to the gas turbine 5 through a drive shaft; when the power required by the aircraft is large (such as greater than the first preset power threshold), it generates electricity with the superconducting coil 1 and the battery 8 at the same time to drive the superconducting motor 401, and when the power required by the aircraft is small (such as less than the second preset power threshold), it drives the superconducting motor 401 while charging the superconducting coil 1 and the battery 8. In this embodiment, the second preset power threshold is less than or equal to the first preset power threshold.

[0046] Propulsion unit 4: It includes a superconducting motor 401 and a thrust component 402. Among them, the superconducting motor 401 realizes superconductivity through a liquid hydrogen transportation pipeline, is connected to the superconducting power transmission and distribution system 3 through a superconducting cable, and is connected to the propulsion unit 4 through a drive shaft. The thrust component 402 generates thrust for the aircraft, mainly in the form of ducted fans and propellers, and is connected to the superconducting motor 401 through a drive shaft. The rotation speed and tilt of a single / multiple propulsion units 4 can be adjusted according to real-time thrust requirements, and a distributed parallel arrangement is adopted; the superconducting generator 6 and the superconducting motor 401 of this embodiment are cooled by liquid hydrogen and are in the form of full superconductivity of the rotor / stator.

[0047] Gas turbine 5: Generally a turboshaft engine, hydrogen is injected through a liquid hydrogen transportation pipeline, mixed with aviation kerosene and burned, and drives the superconducting generator 6 to generate electricity through a drive shaft.

[0048] Flight management computer 9: It is connected to the power regulation system 10, the monitoring and protection device 7, the superconducting power transmission and distribution system 3, and the superconducting generator 6 through signal lines, and calculates and adjusts the working parameters such as charging and discharging of each system in real time according to the preset flight parameter data of this flight mission and the real-time data of other equipment to ensure the efficient flight of the aircraft.

[0049] Thermoelectric generator 12: It has two forms, flexible and semiconductor. It is attached to areas with large temperature differences such as the liquid hydrogen transport pipeline, superconducting motor 401, and gas turbine 5 according to the temperature and surface shape, providing 28V low-voltage direct current for loads such as the controller and measurement system of the whole machine. The working temperature of the thermoelectric generator 12 in this embodiment is -150°C - 150°C, the generating voltage is 28V, and the generating current is not less than 3A.

[0050] Superconducting cable: One end is connected to the superconducting coil 1 in the hydrogen storage tank 2, and at the same time, liquid hydrogen is introduced to achieve superconductivity. The other end is connected to high-voltage electrical equipment of the whole machine such as superconducting generator 6 and superconducting motor 401 to achieve superconducting power transmission.

[0051] In Figure 1 the circuit of the high-power takeoff energy supply system of the hybrid aircraft is represented by thin solid lines with arrows. The thermoelectric generator 12 and the monitoring and protection device 7 are connected by ordinary wires, which is a 28V weak-current circuit. The thermoelectric generator 12 can be flexibly arranged in areas with large temperature differences according to the temperature and surface shape, such as areas of hydrogen transportation equipment 11 (liquid hydrogen transport pipeline), gas turbine 5, etc. Except for this, other lines all use superconducting cables and are kV-class high-voltage lines. First, connect each superconducting coil 1, and then connect the battery 8 in parallel with the superconducting coil 1 again to increase the external discharge power. The electricity generated jointly by the battery 8 and the superconducting coil 1 is respectively adjusted for parameters such as current and voltage amplitudes through the PWM four-quadrant pulse width modulator, inverter, and transformer of the power regulation system 10 to obtain the required current parameters, and then input into the superconducting power transmission and distribution system 3. At the same time, the gas turbine 5 drives the superconducting generator 6 to generate electricity, and the output electricity is also fed into the superconducting power transmission and distribution system 3. Then the superconducting power transmission and distribution system 3 distributes the electric energy as needed to the superconducting motor 401, so as to drive the propulsion unit 4 to generate the required thrust through the transmission shaft.

[0052] In Figure 1In the figure, the signal path of the hybrid aircraft's high-power takeoff energy supply system is represented by a dotted line. It primarily connects various components, including the monitoring and protection device 7 and the flight management computer 9. First, the monitoring and protection device 7 monitors real-time data from the hydrogen storage tank 2 and the superconducting coil 1 by connecting to the measurement system. The pressure gauge primarily measures the pressure within the hydrogen storage tank 2. Liquid hydrogen evaporates, causing the pressure within the tank to rise. Once the pressure exceeds a certain value, it must be released through a pressure relief valve. The thermocouple primarily measures the temperature of the hydrogen storage tank 2 and the superconducting coil 1, ensuring that the superconducting coil 1 does not exceed the critical operating temperature. The ammeter measures the operating current of the superconducting coil 1, providing a reference for the monitoring and protection device 7 to determine whether it is quenching. Capacitance tomography primarily displays the gas-liquid distribution within the hydrogen storage tank 2 in real time and measures the amount of liquid hydrogen volatilization. If the aircraft experiences severe turbulence, the monitoring and protection device 7 promptly adjusts the wave-breaking plates and valves to control the sloshing of the liquid hydrogen in the hydrogen storage tank 2, ensuring that the superconducting coil 1 remains immersed in liquid hydrogen throughout the flight. At the same time, since the superconducting coil 1 will generate a stray magnetic field, thereby interfering with the onboard equipment and the flight management computer 9, the hydrogen storage tank 2 also needs to have electromagnetic shielding capabilities.

[0053] The flight management computer 9, serving as the aircraft's "brain," controls the superconducting generator 6 and modulator based on flight parameter data preset before takeoff, ensuring that the superconducting coil 1, battery 8, and superconducting generator 6 each output their required power. Because the aircraft requires significant power during takeoff and major maneuvers, the flight management computer 9 uses the superconducting coil 1 as the primary power source to provide electrical energy to the propulsion unit 4. During level flight and landing, the aircraft requires less power. In these situations, the power generated by the superconducting generator 6 not only drives the propulsion unit 4, but the flight management computer 9 uses the excess power to charge the battery 8 and superconducting coil 1. Furthermore, the flight management computer 9 controls the superconducting power transmission and distribution system 3 based on real-time flight data transmitted by the monitoring and protection device 7, flexibly adjusting control variables such as the pitch and rotation speed of one or more propulsion units 4 to achieve optimal flight performance.

[0054] exist Figure 1 In the figure, the liquid hydrogen transport loop of the hybrid aircraft's high-power takeoff energy supply system is represented by a thick solid line with an arrow. Liquid hydrogen, serving as a cooling source for each component to maintain its superconducting state, must be transported to each component via pipelines. Liquid hydrogen is stored in a hydrogen storage tank 2, where it soaks the superconducting coil 1 to maintain its superconducting state. The liquid hydrogen also provides a cooling source for the superconducting cables throughout the system, starting with the superconducting cables extending from the superconducting coil 1, enabling superconducting energy transmission. The liquid hydrogen is then transported through pipelines to the superconducting generator 6, the superconducting motor 401, and finally, after heating, to the gas turbine 5. It is then mixed with aviation kerosene and burned in the combustion chamber, driving the superconducting generator 6 via a drive shaft.

[0055] Reference Figure 2It is a structural block diagram of a superconducting power transmission and distribution system 3. Interfaces I and II are connected to the propulsion unit 4 through a power converter. Charging state: Switches K1, K2, K3, and K4 are open. At the same time, switches K5, K6, K7, K8, K9, K10, K11, and K12 are closed. Interfaces I and II form a loop with C1, C2, C3, and C4 to charge the superconducting coil 1. Discharging state: Switches K1, K2, K3, and K4 are closed, and switches K5, K6, K7, K8, K9, K10, K11, and K12 are open. Interfaces I and II form a loop through switches K1, K2, K3, and K4, disconnecting from the superconducting coil 1, and the superconducting coil 1 is in the discharging state. All of the switches can be superconducting switches or turn-off thyristors. D1, D2, D3, D4, D5, D6, D7, and D8 are controllable transistors. During charging, the decoupling device disconnects the charging loop from the discharging loop to prevent the superconducting coil 1 from being short-circuited. During discharging, the decoupling device is in the closed state, enabling the superconducting coil 1 to conduct with the discharging loop. In addition, when switches K13, K14, K15, K16, and K17 are closed and K18, K19, K20, K21, K22, K23, K24, and K25 are open, the superconducting coils 1 are connected in series through interfaces C and D to the load, reducing the load fluctuation of the superconducting coils 1. When switches K18, K19, K20, K21, K22, K23, K24, and K25 are closed and K13, K14, K15, K16, and K17 are open, the superconducting coils 1 are connected in parallel through interfaces A and B to the fast discharging loop, serving as the main power source when the power demand is large, such as during takeoff.

[0056] In view of the problems of the low power density of the current battery 8 and the heavy refrigeration equipment supporting the superconducting motor in this embodiment, the superconducting magnetic energy storage is fully integrated with superconducting electrical equipment such as the hydrogen storage tank 2, superconducting generator 6, superconducting motor 401, and superconducting cable of the superconducting hybrid aircraft, achieving a significant improvement in the high-power maneuverability, power management, and transmission ability of the hybrid aircraft.

[0057] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage, characterized in that, Comprising: A superconducting coil, stored in a hydrogen storage tank and immersed in liquid hydrogen; A superconducting power transmission and distribution system, electrically connected to the superconducting coil through a superconducting cable, for power transmission and distribution; A propulsion unit, electrically connected to the superconducting power transmission and distribution system, for receiving the electric energy distributed by the superconducting power transmission and distribution system to generate a first thrust for the aircraft; A gas turbine, connected to the hydrogen storage tank through a hydrogen delivery device, and liquid hydrogen is injected by the hydrogen delivery device and mixed with aviation kerosene for combustion to generate a second thrust for the aircraft; A superconducting generator, the stator and rotor of the superconducting generator are cooled by liquid hydrogen to achieve superconductivity, the input shaft of the superconducting generator is drivingly connected to the output shaft of the gas turbine, and the output end of the superconducting generator and the superconducting coil are respectively electrically connected to the superconducting power transmission and distribution system, for when the power required by the aircraft is greater than a first preset power threshold, the superconducting generator and the superconducting coil generate electricity simultaneously to drive the propulsion unit; When the power required by the aircraft is less than a second preset power threshold, the superconducting generator drives the propulsion unit alone or charges the superconducting coil, wherein the second preset power threshold is less than or equal to the first preset power threshold; A monitoring and protection device, for monitoring the working temperature of the superconducting coil and adjusting the pressure relief valve of the hydrogen storage tank according to the working temperature, or adjusting the output of liquid hydrogen or current, so that the superconducting coil maintains superconducting performance.

2. The high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage according to claim 1, wherein The monitoring and protection device is used to analyze and obtain the critical magnetic field of the superconducting coil at the working temperature according to the working temperature. ,in is the critical magnetic field of the superconducting coil at 0K, is the critical temperature of the superconducting coil material, is the operating temperature of the superconducting coil; and when the critical magnetic field is greater than the preset magnetic field upper limit, the pressure relief valve of the hydrogen storage tank is adjusted, or the output of liquid hydrogen or current is adjusted to make the critical magnetic field of the superconducting coil below the preset magnetic field upper limit.

3. The high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage according to claim 1, wherein It further includes a storage battery, the output end of the storage battery is electrically connected to the superconducting power transmission and distribution system, and the input end of the storage battery is connected to the superconducting generator, for providing electric energy to the superconducting power transmission and distribution system in parallel with the superconducting coil, or charging the storage battery through the superconducting generator.

4. The high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage according to claim 3, characterized in that, It further includes a flight management computer and a power regulation system, the power regulation system is respectively connected to the superconducting coil, the storage battery and the superconducting power transmission and distribution system through superconducting cables, for regulating the current input to the superconducting power transmission and distribution system; the flight management computer is used for calculating in real time the charge and discharge working parameters of the superconducting coil and the storage battery and the electric energy distribution parameters of the superconducting power transmission and distribution system according to the preset flight parameter data of this flight mission, and controlling the power regulation system to adjust the charge and discharge working parameters of the superconducting coil and the storage battery and the electric energy distribution parameters of the superconducting power transmission and distribution system.

5. The high-power takeoff energy supply system for hybrid aircraft based on superconducting magnetic energy storage according to claim 4 is characterized in that: The power regulation system includes a PWM four-quadrant pulse width modulator, an inverter and a transformer.

6. The high-power takeoff energy supply system for a hybrid aircraft based on superconducting magnetic energy storage according to claim 1, wherein A thermoelectric power generation chip is further provided on the hydrogen delivery device, for providing 28V low-voltage direct current for the aircraft.

7. The high-power takeoff energy supply system for hybrid aircraft based on superconducting magnetic energy storage according to claim 1, characterized in that: The superconducting coil is an annular coil.

8. The high-power takeoff energy supply system for hybrid aircraft based on superconducting magnetic energy storage according to claim 7, characterized in that: The hydrogen storage tank is a cylindrical stainless steel vacuum Dewar structure, with multiple layers of thermal radiation shielding plates arranged in the interlayer, and the hydrogen storage tank has an electromagnetic shielding function meeting GJB 151B-2013.

9. The high-power takeoff energy supply system for hybrid aircraft based on superconducting magnetic energy storage according to claim 1, characterized in that: It further includes a measurement system, the measurement system includes a pressure gauge, a thermocouple, an ammeter, a capacitance tomography tool, for measuring pressure, temperature, current, liquid hydrogen evaporation amount, hydrogen / liquid component distribution parameters respectively.

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