Hydrogen-powered aircraft and composite solid hydrogen storage system

Abstract

The invention relates to the technical field of hydrogen-powered aircrafts, and particularly provides a hydrogen-powered aircraft and a composite solid hydrogen storage system, the hydrogen-powered aircraft comprises an aircraft body, a hydrolysis hydrogen production unit, a solid hydrogen storage and supply unit, a heat exchange system and a hydrogen engine; the hydrolysis hydrogen production unit and the solid hydrogen storage and supply unit are arranged in the machine body; the hydrolysis hydrogen production unit is used for reacting with water to generate hydrogen and storing the hydrogen into the solid hydrogen storage and supply unit; the solid hydrogen storage and supply unit is used for storing the hydrogen generated by the hydrolysis hydrogen production unit and outputting the hydrogen to a hydrogen engine in a controllable manner; the heat exchange system is arranged in the machine body, wraps the solid hydrogen storage and supply unit and is used for heating the solid hydrogen storage and supply unit after gas exhausted by the hydrogen engine is mixed with air so as to control the solid hydrogen storage and supply unit to release hydrogen; and the generated condensed water is supplied to the hydrolysis hydrogen production unit. According to the invention, reactants and energy can be provided for the hydrolysis hydrogen production unit and the solid hydrogen storage and supply unit, so that the hydrogen storage mass density is improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of hydrogen-powered aircraft, and in particular to a hydrogen-powered aircraft and a composite solid-state hydrogen storage system. Background Art

[0002] Hydrogen fuel is regarded as one of the most promising energy sources in the 21st century due to its high energy density, cleanliness and renewability.

[0003] At present, hydrogen-powered aircraft usually use cryogenic liquid hydrogen tanks or high-pressure gas hydrogen tanks to store and supply hydrogen. The development of this type of aircraft has stabilized, and its potential is difficult to further tap. In addition, it also has at least one or more of the following defects:

[0004] (1) High-pressure gaseous hydrogen storage has risks such as leakage and explosion, and its safety performance needs to be improved;

[0005] (2) Low-temperature liquefied hydrogen storage has the disadvantages of high measurement accuracy, fuel tank weight and hydrogen embrittlement;

[0006] (3) Gaseous and liquid hydrogen storage tanks occupy a large weight and volume in the fuselage and are difficult to arrange, which affects flight performance.

[0007] How to overcome at least one of the above-mentioned defects is one of the important problems to be solved urgently in the art. Summary of the invention

[0008] The present disclosure is proposed in view of the above problems. The present disclosure provides a hydrogen-powered aircraft and a composite solid-state hydrogen storage system.

[0009] According to one aspect of the present disclosure, there is provided a hydrogen-powered aircraft, comprising an airframe, a hydrolysis hydrogen production unit, a solid-state hydrogen storage and supply unit, a heat exchange system, and a hydrogen engine;

[0010] The hydrolysis hydrogen production unit and the solid-state hydrogen storage and supply unit are arranged in the body; the hydrolysis hydrogen production unit is used to react with water to produce hydrogen, and store it in the solid-state hydrogen storage and supply unit; the solid-state hydrogen storage and supply unit is used to store the hydrogen produced by the hydrolysis hydrogen production unit, and output it to the hydrogen engine in a controllable manner;

[0011] The heat exchange system is arranged in the body and wraps the solid-state hydrogen storage and supply unit, and is used to heat the solid-state hydrogen storage and supply unit by mixing the gas exhausted by the hydrogen engine with air, so as to control the solid-state hydrogen storage and supply unit to release hydrogen; and to supply the generated condensed water to the hydrolysis hydrogen production unit.

[0012] In the hydrogen-powered aircraft as described above, optionally, the method of heating the solid-state hydrogen storage and supply unit by mixing the gas exhausted by the hydrogen engine with air is:

[0013] Determine the target temperature according to the power demand of the hydrogen engine;

[0014] Adjust the mixing amount of air to adjust the gas discharged from the hydrogen engine to the target temperature;

[0015] Among them, the adjusted temperature is:

[0016]

[0017] Where T mix is the mixing temperature, is the cold air flow rate, is the hot air flow rate, T1 is the cold air temperature, and T2 is the hot air temperature.

[0018] For the hydrogen-powered aircraft as described above, the steady-state heat transfer power on the surface of the solid-state hydrogen storage and supply unit is:

[0019]

[0020] Where T unit is the surface temperature of the solid-state hydrogen storage and supply unit, h F is the heat transfer coefficient, A is the heat transfer area, and T mix is the temperature after adjustment of the gas discharged from the hydrogen engine.

[0021] For the hydrogen-powered aircraft as described above, among which, optionally, the airframe includes a fuselage and wings;

[0022] Both the water electrolysis hydrogen production unit and the solid-state hydrogen storage and supply unit are multiple, and multiple water electrolysis hydrogen production units and multiple solid-state hydrogen storage and supply units are arranged on the fuselage and / or inside the fuselage.

[0023] For the hydrogen-powered aircraft as described above, among which, optionally, the wing spar of the wing is made of a carbon fiber tube, one end of the carbon fiber tube is connected to the fuselage, and the other end extends to the wing tip of the wing;

[0024] The water electrolysis hydrogen production units arranged in the carbon fiber tube are connected in series.

[0025] For the hydrogen-powered aircraft as described above, among which, optionally, the solid-state hydrogen storage and supply unit includes a plurality of circular tubular structures, and hydrogen channels are arranged inside; the plurality of circular tubular structures are arranged in the heat exchange shell of the heat exchange system;

[0026] A space for the gas discharged from the hydrogen engine to pass through is formed between the heat exchange shell and the outer wall of the circular tubular structure.

[0027] The hydrogen-powered aircraft as described above, wherein, optionally, the outer diameter of the hydrolysis hydrogen production unit is less than 100 mm and the length is less than 200 mm; the outer diameter of the solid-state hydrogen storage and supply unit is less than 100 mm and the length is less than 200 mm.

[0028] The present disclosure also provides a composite solid-state hydrogen storage system, which includes:

[0029] A hydrolysis hydrogen production unit;

[0030] A solid-state hydrogen storage and supply unit connected to the hydrolysis hydrogen production unit, which is used to store the hydrogen produced by the hydrolysis hydrogen production unit;

[0031] A heat exchange system, connected to the hydrogen engine, and used to heat and regulate the solid-state hydrogen storage and supply unit so that the solid-state hydrogen storage and supply unit outputs stable hydrogen to the hydrogen engine; the heat exchange system is also connected to the hydrolysis hydrogen production unit and supplies water to the hydrolysis hydrogen production unit.

[0032] As will be described in detail below, according to the hydrogen-powered aircraft of the embodiments of the present disclosure, by recovering the high-temperature water vapor in the engine exhaust gas, reactants and energy are provided for the hydrolysis hydrogen production unit and the solid-state hydrogen storage and supply unit, thereby improving the hydrogen storage mass density, increasing the available fuel weight based on the same payload of the aircraft, and improving the overall energy utilization rate of the aircraft. Hydrogen is produced by the hydrolysis hydrogen production unit in the composite solid-state hydrogen storage and supply system, and the solid-state hydrogen storage and supply system performs slow-storage-supply of hydrogen to achieve a mass hydrogen storage density of 7% or more.

[0033] It should be understood that both the foregoing general description and the following detailed description are exemplary and are intended to provide further explanation of the claimed technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] By describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings, the above and other objects, features, and advantages of the present disclosure will become more apparent. The drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation to the present disclosure. In the drawings, the same reference numerals generally represent the same components or steps.

[0035] Figure 1 is an axonometric view of the hydrogen-powered aircraft;

[0036] Figure 2 is a schematic structural diagram of the heat exchange system;

[0037] Figure 3 is a schematic structural diagram of the composite solid-state hydrogen storage system.

[0038] Description of the reference numerals in the drawings:

[0039] 1 - airframe, 2 - hydrolysis hydrogen production unit, 3 - solid-state hydrogen storage and supply unit, 4 - heat exchange system, 5 - hydrogen engine;

[0040] 11 - fuselage, 12 - wing, 13 - carbon fiber tube;

[0041] 41 - heat exchange housing. Detailed implementation manners

[0042] In order to make the objectives, technical solutions, and advantages of the present disclosure more apparent, exemplary embodiments according to the present disclosure will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments of the present disclosure. It should be understood that the present disclosure is not limited by the exemplary embodiments described herein.

[0043] Compared with high-pressure gaseous hydrogen storage and cryogenic liquid hydrogen storage, solid-state hydrogen storage does not require high-pressure or heat-insulating containers, has no explosion risk, and also has a higher hydrogen storage energy density. Currently, common hydrogen storage and supply methods include hydrolysis or pyrolysis of magnesium hydride, hydrogen production from ammonia borane, etc. Its storage method is relatively safe, releases hydrogen through chemical reactions, has controllable flow rate, and can well adapt to high-altitude or extreme environments. However, at present, solid-state hydrogen storage technology is mainly applied in automobiles and power stations, or in fuel cells, and there is little research in the field of aero engines, and there is also a lack of feasible aircraft solid-state composite hydrogen storage and supply arrangements and usage schemes.

[0044] The main reason is that hydrogen has good heat sink characteristics and can be used as a heat exchange medium in the aircraft / engine system. In the current aircraft designs that use liquid or gaseous hydrogen storage to supply turbine engines, the heat sink characteristics of hydrogen are mostly achieved by heat exchange between hydrogen and the turbine and compressor bleed air of the engine. The specific applications are conventional cycle or non-conventional cycle engines. Due to the involvement of bleed air, this heat exchange method changes the engine structure or performance, is prone to generate additional weight or affect the engine / aircraft performance. Moreover, the heat exchange between the gaseous or liquid hydrogen storage system and the engine involves the phase change of hydrogen (liquid to gas) and drastic pressure and temperature changes, making the design of the hydrogen transmission pipeline and the heat exchange system extremely difficult.

[0045] Due to the limited volume and weight density of the aircraft hydrogen storage material / method, the fuel system accounts for a large proportion of the whole aircraft, almost occupying all the payloads, and the fuel that can be carried is limited. Therefore, it is difficult to improve the endurance time and distance. In addition, the power generated by the fuel cell in the fuel cell or hydrogen fuel-cell hybrid system cannot offset its weight penalty, which also affects the aircraft performance. Improving the load capacity of hydrogen-powered aircraft except for the fuel system is a key issue in the design of hydrogen-powered aircraft.

[0046] The technical solutions of existing hydrogen-powered aircraft are relatively limited. For example, the volume and weight of hydrogen storage tanks, the power problems of fuel cell power or hybrid solutions, the flight endurance time of the aircraft, and it is impossible to form an aircraft design solution with excellent performance for a fully hydrogen-fueled turbine power.

[0047] Therefore, the present disclosure proposes a hydrogen-powered aircraft that uses hydrogen as the energy source for the whole aircraft, adopts a hydrogen-fueled turbine engine and a composite solid hydrogen storage and supply system, uses the high-temperature exhaust gas of the engine as the heat source of the hydrogen storage and supply system, and the hydrogen combustion product water in the exhaust gas as the raw material for hydrogen production by hydrolysis in the hydrogen storage and supply system. Further, by utilizing the distributable characteristics of the hydrogen storage and supply unit and integrating it with the fuselage structure design, the aircraft can achieve a leapfrog improvement in load-carrying performance and thermal efficiency.

[0048] Specifically, please refer to Figures 1 to 3 , the hydrogen-powered aircraft proposed by the present disclosure includes a fuselage 1, a hydrolysis hydrogen production unit 2, a solid hydrogen storage and supply unit 3, a heat exchange system 4, and a hydrogen engine 5.

[0049] The hydrolysis hydrogen production unit 2 and the solid hydrogen storage and supply unit 3 are arranged in the fuselage 1; the hydrolysis hydrogen production unit 2 is used to react with water to produce hydrogen and store it in the solid hydrogen storage and supply unit. The solid hydrogen storage and supply unit 3 is used to store the hydrogen produced by the hydrolysis hydrogen production unit 2 and output it to the hydrogen engine 5 in a controllable manner. Specifically, the hydrolysis hydrogen production unit 2 is connected to the solid hydrogen storage and supply unit 3 to store the hydrogen produced by the hydrolysis hydrogen production unit 2 in the solid hydrogen storage and supply unit 3. The solid hydrogen storage and supply unit 3 is connected to the hydrogen engine 5 to supply hydrogen to the hydrogen engine 5 as needed.

[0050] In order to control the stability of the hydrogen output from the solid hydrogen storage and supply unit 3, a heat exchange system 4 is also provided in the present disclosure to heat the solid hydrogen storage and supply unit 3 through the heat exchange system 4, so as to ensure a stable hydrogen output.

[0051] Specifically, the heat exchange system 4 is arranged in the fuselage 1 and wraps the solid hydrogen storage and supply unit 3, and is used to heat the solid hydrogen storage and supply unit 3 by mixing the gas discharged from the hydrogen engine 5 with air, so as to control the hydrogen release of the solid hydrogen storage and supply unit 3; and supply the generated condensed water to the hydrolysis hydrogen production unit 2. That is, in the present disclosure, the high-temperature gas discharged from the hydrogen engine 5 is used to heat the solid hydrogen storage and supply unit 3, and the accurate control of the temperature is achieved by mixing the high-temperature gas discharged from the hydrogen engine 5 with air. Specifically, the temperature of the solid hydrogen storage and supply unit 3 can be controlled by controlling the amount of mixed air to obtain a stable hydrogen flow.

[0052] The design of the heat exchange system 4 plays an important role in optimizing the overall performance of the aircraft. Structurally, the heat exchange system 4 is the outer shell that encloses the hydrolysis hydrogen production unit 2 and the solid-state hydrogen storage and supply unit 3. Since the available volume and weight in the aircraft engine system are limited, the heat recovery device should be as small in volume, light in weight, and simple in structure as possible. In the hydrolysis hydrogen production - solid-state hydrogen storage and supply solution in the hydrogen-powered aircraft of the present disclosure, magnesium hydride reacts with water in the hydrolysis hydrogen production unit 2 to generate hydrogen. The hydrogen enters the solid-state hydrogen storage and supply unit 3 through a drying device to form a stable and controllable hydrogen stream, and then enters the hydrogen engine 5 for combustion. The high-temperature and high-pressure water vapor and air mixture in the products can form condensed water through the heat exchange system 4 with the solid-state hydrogen storage and supply unit 3, for the recovery and utilization of combustion heat. According to the fuselage shape and the layout of the solid-state hydrogen storage and supply unit 3 in the fuselage, the axial air forced flow method can be used for heat exchange.

[0053] In specific implementation, the method of heating the solid-state hydrogen storage and supply unit 3 by mixing the gas discharged from the hydrogen engine 5 with air is as follows:

[0054] According to the power demand of the hydrogen engine 5, determine the target temperature; in practical applications, the power demand can be determined according to the requirements of the flight condition, and then the target temperature is determined. The target temperature is the temperature to which the solid-state hydrogen storage and supply unit 3 needs to be heated. Then, by adjusting the mixing amount of air, the gas discharged from the hydrogen engine 5 is adjusted to the target temperature. Specifically, when the temperature to be heated is relatively low, the mixing amount of air can be increased; when the temperature to be heated is relatively high, the mixing amount of air can be decreased. Specifically, the mixing amount of air can be controlled by a valve. On the other hand, the amount of gas discharged from the hydrogen engine 5 and the mixing amount of air can also be controlled simultaneously to achieve precise control of the temperature of the solid-state hydrogen storage unit. In this way, the thermal energy generated by the hydrogen engine can be reasonably recovered and utilized.

[0055] Among them, the adjusted temperature is:

[0056]

[0057] Where T mix is the mixing temperature, is the cold air flow rate, is the hot air flow rate, T1 is the cold air temperature, and T2 is the hot air temperature.

[0058] Furthermore, the steady-state heat transfer power on the surface of the solid-state hydrogen storage and supply unit 3 is:

[0059]

[0060] Where, T unit is the surface temperature of the solid-state hydrogen storage and supply unit 3, h F is the heat transfer coefficient, A is the heat transfer area, T mixIt is the temperature of the gas discharged from the hydrogen engine 5 after regulation.

[0061] The heat exchange power can be controlled by adjusting the high-temperature gas flow rate and the external air flow rate. By adjusting the heat exchange power, the hydrogen supply rate can be changed. Based on the integration test data of the solid-state hydrogen storage and supply prototype and the modified hydrogen fuel turbine engine, the variation law of the hydrogen storage and release rate with the gas / air flow rate can be obtained. Based on the demand for the engine fuel flow rate under different flight states, through the PID control method, the gas and external air flow rates are adjusted according to the temperature change of the solid-state hydrogen storage and supply unit, so as to change the internal temperature of the hydrogen storage and release unit, and further combine to control the hydrogen supply rate.

[0062] Furthermore, the airframe 1 includes a fuselage 11 and wings 12; both the water electrolysis hydrogen production unit 2 and the solid-state hydrogen storage and supply unit 3 are multiple, and the multiple water electrolysis hydrogen production units 2 and the multiple solid-state hydrogen storage and supply units 3 are arranged in the fuselage 11 and / or the airframe 1. In order to make full use of the space on the aircraft, the spar of the wing 12 is made of a carbon fiber tube 13. One end of the carbon fiber tube 13 is connected to the fuselage 11, and the other end extends to the wing tip of the wing 12. The water electrolysis hydrogen production units 2 arranged in the carbon fiber tube 13 are arranged in series. The carbon fiber tube has the following two functions: one is to act as a spar to bear the shear force from the rib to the spar, and the other is to act as the shell of the water electrolysis hydrogen production unit, and the series-connected water electrolysis hydrogen production units are arranged therein. The water electrolysis hydrogen production units are distributed in the spar (carbon fiber tube) from the root of the wing to one end of the wing middle. In some implementation manners, the hydrogen-powered aircraft applied in the present disclosure is a large aspect ratio design wing with an integrally formed wing. The hydrogen-powered aircraft adopts a catapult takeoff method and has no landing gear, further reducing the structural weight.

[0063] In practical applications, the hydrogen engine 5 is a turboprop engine, which is arranged at the head of the fuselage to provide thrust for the aircraft.

[0064] For the water electrolysis hydrogen production unit on the airframe, it is arranged at the head of the fuselage, and the solid-state hydrogen storage and supply unit 3 is arranged at the tail of the fuselage. The shells of the water electrolysis hydrogen production unit 2 and the solid-state hydrogen storage and supply unit 3 are integrated with the internal structure of the fuselage, reducing the structural weight of the aircraft.

[0065] In the present disclosure, magnesium hydride in the water electrolysis hydrogen production unit 2 reacts with water to generate hydrogen. The hydrogen enters the solid-state hydrogen storage and supply unit through a drying device to form a stable and controllable hydrogen flow, and enters the hydrogen engine 5 for combustion. The high-temperature and high-pressure water vapor and air mixture in the products can be used for the recovery and utilization of combustion heat through a heat exchanger. According to the shape of the fuselage and the layout method of the solid-state hydrogen storage and supply unit in the fuselage, the axial air forced flow method is adopted for heat exchange.

[0066] The designed size of the composite solid hydrogen storage and supply unit 3 is adjustable, easy to combine, and easy to connect in series or parallel. Therefore, its layout in the fuselage and wing is flexible and variable, which can solve the problem that the liquid hydrogen storage device cannot be arranged inside the wing like traditional aviation kerosene, and realize the efficient utilization of the internal space of the aircraft and the middle wing box space of the wing, as well as the efficient combination with the heat exchange system. Through the layout design of the composite hydrogen storage and supply device, the weight balance design of the fuselage can also be achieved. For the large aspect ratio and high lift-drag ratio aircraft configuration adopted in this disclosure, the fuselage has a large length-diameter ratio. For this configuration, a series-type hydrolysis hydrogen production and solid hydrogen storage and supply unit is used to carry the hydrogen fuel production-storage-supply unit that meets the flight time requirements without affecting the aerodynamic performance of the aircraft.

[0067] The parameters of the aircraft, engine, and fuel storage and supply system in the hydrogen-powered aircraft are matched and designed. The design parameters include: the takeoff weight of the aircraft, the endurance time, the mission profile design, and other important parameter designs, the fuel flow rate, air flow rate, output power, turboprop speed and thrust, exhaust volume, exhaust components, and exhaust temperature at the engine design point, the hydrogen storage mass density and volume density of the composite hydrogen storage and supply system, the hydrogen storage ratio distribution of the hydrolysis hydrogen production unit and the solid hydrogen storage and supply unit, and the volume and weight of the attached pipelines and valves.

[0068] In order to make the designed size of the composite solid hydrogen storage and supply unit 3 adjustable, easy to combine, and easy to connect in series or parallel, its layout in the fuselage and wing is flexible and variable. The solid hydrogen storage and supply unit 3 includes a plurality of circular tube structures with hydrogen channels arranged inside; the plurality of circular tube structures are arranged in the heat exchange housing 41 of the heat exchange system 4; a space for the gas discharged by the hydrogen engine 5 to pass through is formed between the outer wall of the heat exchange housing 41 and the circular tube structures. The outer diameter of the hydrolysis hydrogen production unit 2 is less than 100 mm, and the length is less than 200 mm; the outer diameter of the solid hydrogen storage and supply unit 3 is less than 100 mm, and the length is less than 200 mm. Such a setting is beneficial to the advantage of the flexible combination and layout of the hydrolysis hydrogen production unit 2 and the solid hydrogen storage and supply unit 3 in various ways.

[0069] According to another aspect of the present disclosure, a composite solid hydrogen storage system is also proposed, which includes: a hydrolysis hydrogen production unit 2, a solid hydrogen storage and supply unit 3, a heat exchange system 4, and a hydrogen engine 5.

[0070] A hydrolysis hydrogen production unit 2; a solid hydrogen storage and supply unit 3 connected to the hydrolysis hydrogen production unit 2, and the solid hydrogen storage and supply unit 3 is used to store the hydrogen produced by the hydrolysis hydrogen production unit 2; a heat exchange system 4, connected to the hydrogen engine 5, and used to heat and adjust the solid hydrogen storage and supply unit 3 so that the solid hydrogen storage and supply unit 3 outputs stable hydrogen to the hydrogen engine 5; the heat exchange system 4 is also connected to the hydrolysis hydrogen production unit 2 and provides water to the hydrolysis hydrogen production unit 2.

[0071] As described above, the hydrogen-powered aircraft and the composite solid-state hydrogen storage system according to the embodiments of the present disclosure have been described with reference to the accompanying drawings. By recovering the high-temperature water vapor in the engine exhaust, reactants and energy are provided for the water electrolysis hydrogen production unit and the solid-state hydrogen storage and supply unit, thereby improving the hydrogen storage mass density, increasing the available fuel weight based on the same payload of the aircraft, and improving the overall energy utilization rate of the aircraft. Hydrogen is generated by the water electrolysis hydrogen production unit in the composite solid-state hydrogen storage and supply system, and the solid-state hydrogen storage and supply system performs slow-storage-supply hydrogen to achieve a mass hydrogen storage density of 7% or more.

[0072] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, benefits, effects, etc. mentioned in the present disclosure are only examples and not limitations. It cannot be considered that these advantages, benefits, effects, etc. are essential for each embodiment of the present disclosure. In addition, the above-disclosed specific details are only for illustrative and easy-to-understand purposes and are not limitations. The above details do not limit the present disclosure to necessarily adopt the above specific details to implement.

[0073] The block diagrams of the devices, apparatuses, equipment, and systems involved in the present disclosure are only illustrative examples and do not intend to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including", "comprising", "having", etc. are open-ended words, meaning "including but not limited to", and can be used interchangeably with each other. The word "or" and "and" used herein refer to the word "and / or" and can be used interchangeably with each other, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to" and can be used interchangeably with each other.

[0074] In addition, as used herein, the "or" used in the listing of items starting with "at least one" indicates a separate listing, so that for example, the listing of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (that is, A and B and C). In addition, the term "exemplary" does not mean that the described examples are preferred or better than other examples.

[0075] It should also be noted that in the systems and methods of the present disclosure, each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be regarded as equivalent solutions of the present disclosure.

[0076] Various changes, substitutions, and alterations to the technology described herein can be made without departing from the teachings defined by the appended claims. Additionally, the scope of the claims of this disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and acts described above. Processes, machines, manufactures, compositions of events, means, methods, or acts that are currently existing or later to be developed and that perform substantially the same function or achieve substantially the same result as the corresponding aspects described herein can be utilized. Accordingly, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or acts within their scope.

[0077] The foregoing description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of the disclosure. Thus, the present disclosure is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0078] The foregoing description has been presented for purposes of illustration and description. Additionally, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although numerous example aspects and embodiments have been discussed above, those skilled in the art will recognize some of their variations, modifications, alterations, additions, and subcombinations.

Claims

1. A hydrogen-powered aircraft, characterized in that, It includes a body (1), a hydrolysis hydrogen production unit (2), a solid-state hydrogen storage and supply unit (3), a heat exchange system (4), and a hydrogen engine (5); The hydrolysis hydrogen production unit (2) and the solid-state hydrogen storage and supply unit (3) are arranged inside the body (1); the hydrolysis hydrogen production unit (2) is used to react with water to produce hydrogen gas and store it in the solid-state hydrogen storage and supply unit (3); the solid-state hydrogen storage and supply unit (3) is used to store the hydrogen gas produced by the hydrolysis hydrogen production unit (2) and output it to the hydrogen engine (5) in a controllable manner; The heat exchange system (4) is arranged inside the body (1) and wraps the solid-state hydrogen storage and supply unit (3), and is used to heat the solid-state hydrogen storage and supply unit (3) by using the gas discharged from the hydrogen engine (5) after being mixed with air, so as to control the release of hydrogen gas from the solid-state hydrogen storage and supply unit (3); and supply the generated condensed water to the hydrolysis hydrogen production unit (2).

2. The hydrogen-powered aircraft according to claim 1, characterized in that, The method of heating the solid-state hydrogen storage and supply unit (3) by using the gas discharged from the hydrogen engine (5) after being mixed with air is as follows: Determine the target temperature according to the power demand of the hydrogen engine (5); Adjust the mixing amount of air to adjust the gas discharged from the hydrogen engine (5) to the target temperature; Wherein, the adjusted temperature is: where T mix is the mixing temperature, is the cold air flow rate, is the hot air flow rate, T1 is the cold air temperature, and T2 is the hot air temperature.

3. The hydrogen-powered aircraft according to claim 2, characterized in that, The steady-state heat transfer power on the surface of the solid-state hydrogen storage and supply unit (3) is: Among them, T unit is the surface temperature of the solid hydrogen storage and supply unit (3), h F is the heat transfer coefficient, A is the heat transfer area, and T mix is the temperature of the gas discharged from the hydrogen engine (5) after adjustment.

4. The hydrogen-powered aircraft according to claim 2, wherein, The body (1) includes a fuselage (11) and a wing (12); Both the hydrolysis hydrogen production unit (2) and the solid-state hydrogen storage and supply unit (3) are multiple, and the multiple hydrolysis hydrogen production units (2) and the multiple solid-state hydrogen storage and supply units (3) are arranged in the fuselage (11) and / or the body (1).

5. The hydrogen-powered aircraft according to claim 4, characterized in that, The wing beam of the wing (12) adopts a carbon fiber tube (13), one end of the carbon fiber tube (13) is connected to the fuselage (11), and the other end extends to the wing tip of the wing (12); The hydrolysis hydrogen production units (2) arranged inside the carbon fiber tube (13) are arranged in series.

6. The hydrogen-powered aircraft according to claim 1, wherein, The solid-state hydrogen storage and supply unit (3) includes a plurality of circular tube structures, and hydrogen channels are arranged inside; the plurality of circular tube structures are arranged in a heat exchange housing (41) of the heat exchange system (4); A space for the gas discharged from the hydrogen engine (5) to pass through is formed between the heat exchange housing (41) and the outer wall of the circular tube structure.

7. The hydrogen-powered aircraft according to claim 1, characterized in that, The outer diameter of the hydrolysis hydrogen production unit (2) is less than 100 mm, and the length is less than 200 mm; the outer diameter of the solid-state hydrogen storage and supply unit (3) is less than 100 mm, and the length is less than 200 mm.

8. A composite solid hydrogen storage system, characterized in that, It includes: A hydrolysis hydrogen production unit (2); A solid-state hydrogen storage and supply unit (3) connected to the hydrolysis hydrogen production unit (2), and the solid-state hydrogen storage and supply unit (3) is used to store the hydrogen gas produced by the hydrolysis hydrogen production unit (2); A heat exchange system (4), connected to the hydrogen engine (5), and performing heating adjustment on the solid-state hydrogen storage and supply unit (3) so that the solid-state hydrogen storage and supply unit (3) outputs stable hydrogen gas to the hydrogen engine (5); the heat exchange system (4) is also connected to the hydrolysis hydrogen production unit (2) and supplies water to the hydrolysis hydrogen production unit (2).

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