Cross-speed hybrid power system based on superconducting magnetic energy storage device and control method thereof

Abstract

The present invention relates to the field of aircraft technology and discloses a cross-speed hybrid power system based on a superconducting magnetic energy storage device and its control method. The system utilizes an energy storage battery, a generator, and a gas turbine to power the aircraft in a low-speed mode. When the aircraft speed reaches a second preset Mach number, the aircraft power source is switched from the turbine engine to a scramjet mode. The present invention achieves bridging the thrust gap and cross-speed flight for aircraft by precisely controlling the actions of key components such as the mode conversion valve and the intake conversion valve. Furthermore, based on the charge and discharge management of the energy storage battery, the system achieves efficient power conversion and energy utilization for aircraft in different speed domains, providing strong support for rapid acceleration, sustained flight, and energy management of the aircraft, and successfully resolving the "dead weight" problem of the combined power system.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and discloses a cross-speed domain hybrid power system based on a superconducting magnetic energy storage device and a control method thereof. Background Art

[0002] As the heart of an aircraft, the aviation power system directly determines its maneuverability. As the aircraft's flight speed continues to increase, the aviation power system needs to provide greater and more efficient propulsion power to meet the flight requirements of high Mach numbers.

[0003] Traditional high-Mach number propulsion systems are composed of turbine engines and scramjet engines connected in series or parallel to meet the full-envelope power requirements of the aircraft from start-up to high-Mach number flight. However, traditional propulsion methods currently face two major problems. First, when the engine is flying in scramjet mode, the turbine engine is in a shutdown state, which is equivalent to a part of "dead weight". Second, in scramjet mode, it is impossible to extract more power to meet the power system and aircraft power requirements.

[0004] Application number CN202310823874 discloses an expansion turbine scramjet combination engine, which incorporates a dual-combustion chamber model with low-speed and high-speed combustion chambers to meet different flight speed ranges. The engine also uses a heat exchanger to increase the fuel temperature, driving the expansion turbine to produce power, which in turn drives the compressor or generator to produce power. This effectively addresses the challenges of varying flight speeds and the deadweight of turbine engines. However, the use of high-temperature, high-pressure hydrogen fuel to directly drive the power turbine results in a rapid drop in hydrogen pressure due to the difference between the cross-sectional area of the hydrogen pipeline and the turbine flow path, limiting the power that can be extracted. Furthermore, the hydrogen fuel flowing through the turbine cannot directly enter the combustion chamber for combustion without being supercharged. Finally, the high-temperature hydrogen affects the material properties of metal parts. Summary of the Invention

[0005] The purpose of the present invention is to provide a cross-speed hybrid power system based on a superconducting magnetic energy storage device and a control method thereof, which can achieve bridging the thrust gap and cross-speed flight of aircraft, as well as efficient power conversion and energy utilization of aircraft in different speed domains, providing strong support for the rapid acceleration, continuous flight and energy management of aircraft, and successfully solving the "dead weight" problem of combined power.

[0006] In order to achieve the above technical effects, the technical solution adopted by the present invention is:

[0007] The cross-speed hybrid system based on superconducting magnetic energy storage device includes:

[0008] A turbine engine body, comprising a compressor, a turbine pre-combustion chamber, and a gas turbine coaxially arranged in sequence in the direction of airflow; the turbine pre-combustion chamber is configured to utilize the airflow introduced by the compressor to mix and combust with fuel to form combustion gas, and the gas turbine is configured to utilize the combustion gas generated in the turbine pre-combustion chamber to propel the engine rotor to rotate, thereby driving the compressor to perform work and compress air;

[0009] An outer casing is coaxially arranged on the outer periphery of the turbine engine body formed by the compressor, the turbine pre-combustion chamber and the gas turbine, and an outer casing flow channel is formed between the outer casing and the outer wall of the turbine engine body;

[0010] A ramjet combustion chamber is provided in the outer casing and is located downstream of the tail of the gas turbine, and is used to utilize the airflow in the outer duct to mix and burn with fuel to form combustion gas;

[0011] The tail nozzle is located at the tail end of the outer casing and is used to discharge the gas to generate thrust;

[0012] An intake cone is coaxially arranged at the compressor inlet end, and a generator is provided inside the intake cone for driving the engine rotor to rotate before takeoff to ignite the turbine front combustion chamber;

[0013] an energy storage battery, electrically connected to the generator;

[0014] A mode switching valve is hinged at the intake end of the compressor and is used to contact and cooperate with the outer wall of the intake cone or the inner wall of the outer casing to switch the compressor inlet or the outer casing flow channel inlet open and closed;

[0015] An air bleed channel is provided between the exhaust end of the compressor and the stator casing of the gas turbine. The air bleed channel is used to introduce the airflow of the outer duct into the pre-turbine combustion chamber. An air intake switching valve is provided at the position of the air bleed channel. The air intake switching valve is used to open or close the air bleed channel between the pre-turbine combustion chamber and the outer duct.

[0016] Furthermore, it also includes a liquid hydrogen tank and a precooling assembly, which is arranged upstream of the compressor; the fuel is liquid hydrogen, which is stored in the liquid hydrogen tank, and the liquid hydrogen tank is connected to the inlet end of the precooling assembly through a vaporizer, and the outlet end of the precooling assembly is connected to the fuel nozzles of the turbine pre-combustion chamber and the ramjet combustion chamber respectively.

[0017] Furthermore, the air intake end of the vaporizer is connected to the inner cavity of the compressor through a first air bleed line; an air intake port is provided on the air intake cone, and the air intake port is connected to the air intake end of the vaporizer through a second air bleed line, and an air circuit valve for controlling the opening and closing of the air intake port is provided on the second air bleed line.

[0018] Furthermore, a superconducting magnetic energy storage component is also provided in the liquid hydrogen tank, and the superconducting magnetic energy storage component is electrically connected to the generator.

[0019] Furthermore, the generator is a superconducting generator.

[0020] Furthermore, an afterburner is provided between the gas turbine and the ramjet combustion chamber.

[0021] To achieve the above technical effects, the present invention further provides a control method for a cross-speed hybrid system based on a superconducting magnetic energy storage device. The control method is based on the cross-speed hybrid system and includes:

[0022] Before the aircraft takes off, the mode switching valve is controlled to contact and cooperate with the inner wall of the outer casing to switch the compressor inlet open and close the outer casing flow channel inlet; and the intake switching valve is controlled to close the bleed air channel between the turbine front combustion chamber and the outer casing flow channel;

[0023] When the aircraft starts, the energy storage battery is used to provide electricity to the starter generator to start the rotation of the compressor rotor. After the rotor reaches the ignition speed, the combustion chamber in front of the turbine is ignited. As the engine speed continues to increase, the gas turbine uses the gas to drive the engine rotor to rotate, and drives the compressor to work and compress the air.

[0024] When the aircraft speed reaches a first preset Mach number, the energy storage battery is controlled to discharge at a maximum power, and the generator is driven to rotate the engine rotor and the gas turbine to increase the engine rotor speed, thereby increasing the aircraft flight speed from the first preset Mach number to a second preset Mach number;

[0025] When the aircraft reaches a second preset Mach number, the mode conversion valve is controlled to contact and cooperate with the outer wall of the intake cone to switch the outer duct to open and close the compressor inlet, and the aircraft is converted from a turbine engine main power mode to a scramjet power mode;

[0026] During the operation of the scramjet mode, the air intake conversion valve is controlled to open the air bleed channel between the turbine front combustion chamber and the outer duct. The airflow introduced from the outer duct by the air bleed channel is mixed with the fuel in the turbine front combustion chamber and burned to continuously generate combustion gas. The gas turbine continues to work under the impact of the combustion gas. The gas turbine drives the rotor through the engine rotor to drive the generator to work. The electricity generated by the generator is used to charge the energy storage battery or provide power for the aircraft and the engine.

[0027] Furthermore, the cross-speed hybrid system also includes a liquid hydrogen tank and a precooling component, and the precooling component is arranged upstream of the compressor; the fuel is liquid hydrogen, and the liquid hydrogen is stored in the liquid hydrogen tank, and the liquid hydrogen tank is connected to the inlet end of the precooling component through a vaporizer, and the outlet end of the precooling component is respectively connected to the fuel nozzles of the turbine front combustion chamber and the ramjet combustion chamber; when the turbine engine main body starts to work, the vaporizer is used to vaporize the liquid hydrogen in the liquid hydrogen tank and then input it into the precooling component, and then the precooling component is used to input it into the fuel nozzles of the turbine front combustion chamber and the ramjet combustion chamber respectively; the precooling component is used to cool the high-temperature incoming air entering the compressor and provide cooling air for the gas turbine.

[0028] Furthermore, a superconducting magnetic energy storage component is also provided in the liquid hydrogen tank, and the superconducting magnetic energy storage component is electrically connected to the generator; when the aircraft speed is between the first preset Mach number and the second preset Mach number, the superconducting magnetic energy storage component is used to generate instantaneous power, and drives the generator at the same time as the energy storage battery, and combines with the turbine front combustion chamber to generate gas to jointly drive the engine rotor to rotate, thereby increasing the thrust until the aircraft speed is greater than or equal to the second preset Mach number.

[0029] Furthermore, the air inlet end of the vaporizer of the cross-speed hybrid system is connected to the inner cavity of the compressor through a first bleed air line; an air inlet is provided on the air inlet cone, and the air inlet is connected to the air inlet end of the vaporizer through a second bleed air line, and an air circuit valve for controlling the opening and closing of the air inlet is provided on the second bleed air line; when the aircraft is in a mode in which the turbine engine main body provides power, the vaporizer introduces an air source from the interstage of the compressor through the first bleed air line to vaporize the liquid hydrogen; after the aircraft is in the scramjet mode, the incoming air introduced through the second bleed air line and the air inlet of the air inlet cone is used as a heat source for the vaporizer to vaporize the liquid hydrogen; the vaporized low-temperature hydrogen is input into the pre-cooling component as a cold source to pre-cool the incoming air in the outer duct, and provide cooling air for the gas turbine.

[0030] Compared with the prior art, the present invention has the following beneficial effects: when the rotor speed and power load of the engine continue to increase, the energy storage battery increases its output power, allowing the generator and gas turbine to jointly meet the compressor power demand; when the flight speed needs to be rapidly increased to increase engine thrust, the energy storage battery and superconducting magnetic energy storage assembly jointly discharge to drive the motor to meet the power demand of the compressor high-speed compression. Finally, when the scramjet engine ignition speed is reached, the scramjet combustion chamber ignites, and the scramjet engine serves as the main power source of the aircraft, while the gas turbine continues to operate as a power output device by introducing airflow through the outer flow channel to generate electricity and charge the energy storage battery and superconducting energy storage device. This effectively realizes the integrated design of turbojet and scramjet power, while also allowing for convenient mode switching. Compared with conventional turbojet and scramjet combined power, this successfully solves the problem of turbojet dead weight in the scramjet operating mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a flow chart of a cross-speed hybrid system based on a superconducting magnetic energy storage device and a control method thereof in Example 1 or 2;

[0032] Figure 2 This is a structural block diagram of a cross-speed hybrid system based on a superconducting magnetic energy storage device and its control method in Example 1;

[0033] Among them, 1. Compressor; 2. Turbine pre-combustion chamber; 3. Gas turbine; 4. Carburetor; 5. Outer casing; 6. Outer duct; 7. Ramjet combustion chamber; 8. Tail nozzle; 9. Intake cone; 10. Starter generator; 11. Energy storage battery; 12. Mode conversion valve; 13. Air path valve; 14. Intake conversion valve; 15. Liquid hydrogen tank; 16. Pre-cooling assembly; 17. Fuel nozzle; 18. Afterburner; 19. First bleed air line; 20. Second bleed air line; 21. Superconducting magnetic energy storage assembly. DETAILED DESCRIPTION

[0034] The present invention will be described in further detail below with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the present invention to the following embodiments, as all technologies implemented based on the present invention fall within the scope of the present invention.

[0035] Example 1

[0036] See also Figure 1 and Figure 2 , a cross-speed hybrid system based on a superconducting magnetic energy storage device, including:

[0037] The turbine engine body includes a compressor 1, a turbine pre-combustion chamber 2, and a gas turbine 3 coaxially arranged in sequence along the direction of airflow; the turbine pre-combustion chamber 2 is used to utilize the airflow introduced by the compressor 1 to mix and combust with fuel to form combustion gas, and the gas turbine 3 is used to utilize the combustion gas generated by the turbine pre-combustion chamber 2 to drive the engine rotor to rotate, thereby driving the compressor 1 to perform work and compress air;

[0038] An outer casing 5 is coaxially arranged on the outer periphery of the turbine engine body formed by the compressor 1, the turbine pre-combustion chamber 2 and the gas turbine 3, and an outer casing flow channel 6 is formed between the outer casing 5 and the outer wall of the turbine engine body;

[0039] a ramjet combustion chamber 7 disposed in the outer casing 5 and located downstream of the tail of the gas turbine 3, for utilizing the airflow in the outer casing 6 to mix and burn with fuel to form combustion gas;

[0040] The tail nozzle 8 is provided at the tail of the outer casing 5 and is used to discharge the gas to generate thrust;

[0041] An intake cone 9 is coaxially arranged at the inlet end of the compressor 1. A generator 10 is provided inside the intake cone 9 for rotating the engine rotor to ignite the turbine front combustion chamber 2 before takeoff.

[0042] An energy storage battery 11 is electrically connected to the generator 10;

[0043] The mode switching valve 12 is hinged at the intake end of the compressor 1 and is used to contact and cooperate with the outer wall of the intake cone 9 or the inner wall of the outer casing 5 to switch the opening and closing of the compressor 1 inlet or the outer casing 6 inlet;

[0044] The bleed air channel is arranged between the exhaust end of the compressor 1 and the stator casing of the gas turbine 3. The bleed air channel is used to introduce the air flow of the outer duct 6 into the turbine pre-combustion chamber 2. The intake switching valve 14 is set at the position of the bleed air channel. The intake switching valve 14 is used to open or close the bleed air channel between the turbine pre-combustion chamber 2 and the outer duct 6.

[0045] The control method of the cross-speed hybrid system based on the superconducting magnetic energy storage device in this embodiment is as follows:

[0046] Before the aircraft takes off, the mode switching valve 12 is controlled to contact and cooperate with the inner wall of the outer casing 5 to switch the compressor 1 inlet open and the outer casing flow channel 6 inlet closed; and the intake switching valve 14 is controlled to close the bleed air channel between the turbine front combustion chamber 2 and the outer casing flow channel 6;

[0047] When the aircraft starts, the energy storage battery 11 is used to provide electric energy to the starter generator 10 to start the rotation of the compressor 1 rotor. After the rotor reaches the ignition speed, the turbine front combustion chamber 2 ignites. As the engine speed continues to increase, the gas turbine 3 uses gas to drive the engine rotor to rotate, and drives the compressor 1 to work and compress air.

[0048] When the aircraft speed reaches a first preset Mach number (e.g., 1.5 Ma), the energy storage battery 11 is controlled to discharge at a maximum power, and the generator 10 is driven to rotate the engine rotor and the gas turbine 3 to increase the engine rotor speed, thereby increasing the aircraft flight speed from the first preset Mach number to a second preset Mach number (e.g., 3 Ma);

[0049] When the aircraft reaches a second preset Mach number, the mode switching valve 12 is controlled to contact and cooperate with the outer wall of the intake cone 9 to switch the outer duct 6 to open and close the inlet of the compressor 1. The aircraft is then switched from the turbine engine main power mode to the scramjet power mode.

[0050] During the operation of the scramjet mode, the air intake conversion valve 14 is controlled to open the air bleed channel between the turbine pre-combustion chamber 2 and the outer duct 6. The airflow introduced from the outer duct 6 by the air bleed channel is mixed with the fuel in the turbine pre-combustion chamber 2 and burned to continuously generate combustion gas. The gas turbine 3 continues to work under the impact of the combustion gas. The gas turbine 3 drives the rotor through the engine rotor to drive the generator 10 to do work. The electric energy generated by the generator 10 is used to charge the energy storage battery 11 or provide electrical energy for the aircraft and the engine.

[0051] In this embodiment, the energy storage battery 11 is used to provide the necessary electrical energy to the starter generator 10 during the aircraft's pre-takeoff preparation phase, ensuring that the compressor 1 can start smoothly and reach the ignition speed. As the engine speed increases, the gas turbine 3 begins to operate, further driving the engine rotor to rotate, forming a stable air compression supply. After the aircraft accelerates to a first preset Mach number, the energy storage battery 11 and the gas turbine 3 work together to drive the starter generator 10 to operate, further increasing the engine rotor speed, thereby rapidly increasing the aircraft speed from the first preset Mach number to a second preset Mach number. When the aircraft speed reaches the second preset Mach number, the mode conversion valve 12 switches to scramjet mode. At this time, the outer flow passage 6 opens, the compressor 1 inlet closes, and the aircraft's power source is transformed from the turbine engine main body to scramjet mode, achieving the aircraft's ability to cross the thrust gap and fly across the speed range. In scramjet mode, the intake switching valve 14 opens, and the bleed air channel directs airflow from the duct 6 into the turbine pre-combustion chamber 2. This airflow mixes with the fuel and combusts to produce combustion gas, which propels the gas turbine 3 to continue operating. The engine rotor then drives the generator 10 to produce power. The generated electricity can both charge the energy storage battery 11 and provide electrical energy for the aircraft and engine, achieving efficient energy recycling. This embodiment precisely controls the operation of key components such as the mode switching valve 12 and the intake switching valve 14. Based on the charge and discharge management of the energy storage battery 11, it achieves efficient power conversion and energy utilization for the aircraft across different speed ranges. This provides strong support for the aircraft's rapid acceleration, sustained flight, and energy management, and successfully addresses the "dead weight" issue associated with combined propulsion systems.

[0052] In this embodiment, the provision of a built-in starter-generator 10 in front of the compressor 1 eliminates the need for a traditional external starter motor, reducing external engine accessories and weight. During engine startup, the starter-generator 10 acts as a power output device to drive the compressor 1. In scramjet mode, it generates electricity, enabling megawatt-level power extraction to power the aircraft and charge the batteries and superconducting magnetic energy storage assembly 21. This successfully addresses the deadweight issue while achieving megawatt-level power extraction, enabling the continuous use of the full envelope and maximizing its functional attributes.

[0053] In this embodiment, a liquid hydrogen tank 15 and a precooling assembly 16 are further included. The precooling assembly 16 is arranged upstream of the compressor 1. The fuel is liquid hydrogen, which is stored in the liquid hydrogen tank 15. The liquid hydrogen tank 15 is connected to the inlet end of the precooling assembly 16 through the vaporizer 4. The outlet end of the precooling assembly 16 is connected to the fuel nozzles 17 of the turbine pre-combustion chamber 2 and the ramjet combustion chamber 7 respectively. At the same time as the main body of the turbine engine starts to work, the vaporizer 4 is used to vaporize the liquid hydrogen in the liquid hydrogen tank 15 and then input into the pre-cooling assembly 16, which is then respectively input into the fuel nozzles 17 of the turbine front combustion chamber 2 and the ramjet combustion chamber 7 by the pre-cooling assembly 16; the high-temperature incoming air entering the compressor 1 is cooled by the pre-cooling assembly 16, and cooling air is provided for the gas turbine 3; in addition, before the liquid hydrogen passing through the pre-cooling assembly 16 is respectively supplied to the turbine front combustion chamber 2 and the ramjet combustion chamber 7, the hydrogen fuel that has undergone heat exchange in the pre-cooling assembly 16 reaches the optimal combustion state before entering the combustion chamber, is mixed with the introduced air at the nozzle and ignited, generating high-temperature and high-pressure combustion gas, thereby driving the operation of the turbine and ramjet engines, which not only improves the fuel utilization efficiency, but also enhances the overall performance of the engine, and provides stable and powerful power support for the aircraft's cross-speed flight.

[0054] In this embodiment, after the hydrogen delivery pipeline is transported from the outer wall of the compressor 1 to the turbine front combustion chamber 2, the hydrogen delivery pipeline passes through the turbine rear casing and enters the outer wall of the outer duct 6 to provide hydrogen fuel for the afterburner combustion chamber 18 and the scramjet combustion chamber 7.

[0055] In this embodiment, the air intake end of the carburetor 4 of the cross-speed hybrid system is connected to the inner cavity of the compressor 1 via a first bleed air line 19. The air intake cone 9 is provided with an air inlet, which is connected to the air intake end of the carburetor 4 via a second bleed air line 20. The second bleed air line 20 is provided with an air valve 13 for controlling the opening and closing of the air intake. When the aircraft is in the turbine engine main body power supply mode, the carburetor 4 introduces an air source from the interstage of the compressor 1 via the first bleed air line 19 to vaporize the liquid hydrogen. After the aircraft is in the scramjet mode, the incoming air introduced by the second bleed air line 20 and the air intake of the air intake cone 9 is used as the heat source of the carburetor 4 to vaporize the liquid hydrogen. The vaporized low-temperature gas hydrogen is input into the pre-cooling assembly 16 as a cold source to pre-cool the incoming air in the outer duct 6 and provide cooling air for the gas turbine 3. On the one hand, the vaporizer 4 can exchange heat with the incoming air through the intake cone 9 to achieve heat exchange and cooling of the intake airflow at a higher Mach number. On the other hand, it can serve as a cold source for the built-in generator 10 to achieve heat exchange and cooling, and the gas source of the vaporizer 4 can be switched according to the flight mode of the aircraft, ensuring the stable vaporization of liquid hydrogen, thereby ensuring the stable operation of the engine in different modes.

[0056] In this embodiment, a superconducting magnetic energy storage component 21 is further provided in the liquid hydrogen tank 15, and the superconducting magnetic energy storage component 21 is electrically connected to the generator 10. The use of hydrogen fuel can provide a low-temperature source for the superconducting magnetic energy storage component 21, ensuring the normal operation of the superconducting magnetic energy storage component 21. At the same time, there is no need to increase the low-temperature environment that meets the operation of the superconducting magnetic energy storage component 21, which greatly simplifies the structure and reduces the weight. The superconducting magnetic energy storage component 21 has an absolute zero resistance characteristic in the superconducting state. In the hybrid power system, the superconducting magnetic energy storage component 21 is a core component that can respond quickly, so that the hybrid power system can achieve almost lossless storage and release of energy when facing the transient power demand of the aircraft, greatly improving the energy conversion efficiency, and can quickly adjust the output power to ensure that the speed of the aircraft reaches the preset Mach number. For example, in this embodiment, when the aircraft speed is between the first preset Mach number and the second preset Mach number, the superconducting magnetic energy storage component 21 is used to generate instantaneous power, and drives the generator 10 simultaneously with the energy storage battery 11, and combines with the turbine front combustion chamber 2 to generate gas to jointly drive the engine rotor to rotate, thereby increasing the thrust until the aircraft speed is greater than or equal to the second preset Mach number.

[0057] In this embodiment, the generator 10 is a superconducting generator 10, which greatly improves energy conversion efficiency and transient power release to meet the aircraft's transient energy needs. Furthermore, the use of the superconducting generator 10 reduces losses during energy transmission, improving the stability and reliability of the entire hybrid power system.

[0058] The cross-speed hybrid system in this embodiment has three combustion chambers: the pre-turbine combustion chamber 2, the afterburner 18 after the turbine, and the scramjet 7. At low flight Mach numbers, the pre-turbine combustion chamber 2 and afterburner 18 operate, while the scramjet 7 does not. When the flight speed reaches Mach 3 or above, the inlet duct switches, and the scramjet 7 begins to generate thrust, while the afterburner 18 stops. After entering scramjet mode, the pre-turbine combustion chamber 2 continues to operate normally. A special design of the inlet mode decelerates and pressurizes the hypersonic airflow entering from the bypass duct 6. Because the supersonic airflow is hotter, the pre-turbine temperature can be further increased under the same temperature rise, thereby increasing turbine power and, consequently, power generation capacity.

[0059] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A cross-speed hybrid system based on a superconducting magnetic energy storage device, characterized in that: include: A turbine engine body, the turbine engine body comprising a compressor (1), a turbine front combustion chamber (2), and a gas turbine (3) coaxially arranged in sequence in the direction of airflow; the turbine front combustion chamber (2) is used to utilize the airflow introduced by the compressor (1) to mix and burn with fuel to form combustion gas, and the gas turbine (3) is used to utilize the combustion gas generated by the turbine front combustion chamber (2) to drive the engine rotor to rotate and drive the compressor (1) to perform work and compress air; An outer casing (5) is coaxially arranged on the outer periphery of a turbine engine body formed by a compressor (1), a turbine pre-combustion chamber (2), and a gas turbine (3), and an outer casing flow passage (6) is formed between the outer casing (5) and the outer wall of the turbine engine body; A ramjet combustion chamber (7) is provided in the outer casing (5), and the ramjet combustion chamber (7) is located at a downstream position of the tail of the gas turbine (3), and is used for utilizing the airflow of the outer duct (6) to mix and burn with fuel to form combustion gas; A tail nozzle (8) is provided at the tail of the outer casing (5) and is used to discharge the combustion gas to generate thrust; An air intake cone (9) is coaxially arranged at the inlet end of the compressor (1), and a generator (10) is arranged inside the air intake cone (9) for driving the engine rotor to rotate before takeoff to ignite the turbine front combustion chamber (2); An energy storage battery (11) electrically connected to the generator (10); A mode switching valve (12) is hingedly connected to the air inlet end of the compressor (1) and is used to contact and cooperate with the outer wall of the air inlet cone (9) or the inner wall of the outer casing (5) to switch the opening and closing of the compressor (1) inlet or the outer casing (6) inlet; An air bleed passage is provided between the exhaust end of a compressor (1) and the stator casing of a gas turbine (3), the air bleed passage is used to introduce the airflow of an outer duct (6) into a pre-turbine combustion chamber (2), an air intake switching valve (14) is provided at the position of the air bleed passage, and the air intake switching valve (14) is used to open or close the air bleed passage between the pre-turbine combustion chamber (2) and the outer duct (6).

2. The cross-speed hybrid system according to claim 1, characterized in that: The invention also includes a liquid hydrogen tank (15) and a precooling assembly (16), wherein the precooling assembly (16) is arranged at an upstream position of the compressor (1); the fuel is liquid hydrogen, and the liquid hydrogen is stored in the liquid hydrogen tank (15); the liquid hydrogen tank (15) is connected to the inlet end of the precooling assembly (16) through a vaporizer (4); and the outlet end of the precooling assembly (16) is connected to the fuel nozzle (17) of the turbine front combustion chamber (2) and the ramjet combustion chamber (7), respectively.

3. The cross-speed range hybrid system according to claim 2, characterized in that: The air inlet end of the vaporizer (4) is connected to the inner cavity of the compressor (1) through a first air bleed pipe (19); an air inlet is provided on the air inlet cone (9), and the air inlet is connected to the air inlet end of the vaporizer (4) through a second air bleed pipe (20), and an air valve (13) for controlling the opening and closing of the air inlet is provided on the second air bleed pipe (20).

4. The cross-speed range hybrid system according to claim 2, characterized in that: A superconducting magnetic energy storage component (21) is also provided in the liquid hydrogen tank (15), and the superconducting magnetic energy storage component (21) is electrically connected to the generator (10).

5. The cross-speed range hybrid system according to claim 1, characterized in that: The generator (10) is a superconducting generator (10).

6. The cross-speed range hybrid system according to claim 1, characterized in that: An afterburner (18) is further provided between the gas turbine (3) and the ramjet combustion chamber (7).

7. A control method for a cross-speed hybrid system based on a superconducting magnetic energy storage device, the control method being based on the cross-speed hybrid system according to claim 1, characterized in that: include: Before the aircraft takes off, the mode switching valve (12) is controlled to contact and cooperate with the inner wall of the outer casing (5) to switch the compressor (1) inlet open and the outer casing flow passage (6) inlet closed; and the air intake switching valve (14) is controlled to close the bleed air passage between the turbine front combustion chamber (2) and the outer casing flow passage (6); When the aircraft is started, the energy storage battery (11) is used to provide electric energy to the generator (10) to start the rotation of the compressor (1). After the compressor (1) rotates to the ignition speed, the turbine front combustion chamber (2) is ignited. As the engine speed continues to increase, the gas turbine (3) uses gas to drive the engine rotor to rotate, and drives the compressor (1) to work and compress air. When the aircraft speed reaches a first preset Mach number, the energy storage battery (11) is controlled to discharge at a maximum power, and the generator (10) is driven to rotate the engine rotor and the gas turbine (3) to increase the engine rotor speed, thereby increasing the aircraft flight speed from the first preset Mach number to a second preset Mach number; When the aircraft reaches a second preset Mach number, the mode conversion valve (12) is controlled to contact and cooperate with the outer wall of the intake cone (9) to switch the outer duct (6) open and close the inlet of the compressor (1), and the aircraft is converted from a mode powered by the turbine engine to a mode powered by the scramjet; During the operation of the scramjet mode, the air intake conversion valve (14) is controlled to open the air bleed channel between the turbine front combustion chamber (2) and the outer duct (6). The air flow introduced from the outer duct (6) by the air bleed channel is mixed with the fuel in the turbine front combustion chamber (2) and burned to continuously generate combustion gas. The gas turbine (3) continues to operate under the impact of the combustion gas. The gas turbine (3) drives the rotor through the engine rotor to drive the generator (10) to do work. The electric energy generated by the generator (10) is used to charge the energy storage battery (11) or provide electric energy for the aircraft and the engine.

8. The control method of a cross-speed hybrid system according to claim 7, characterized in that: The cross-speed hybrid system also includes a liquid hydrogen tank (15) and a precooling assembly (16), wherein the precooling assembly (16) is arranged at an upstream position of the compressor (1); the fuel is liquid hydrogen, and the liquid hydrogen is stored in the liquid hydrogen tank (15); the liquid hydrogen tank (15) and the inlet end of the precooling assembly (16) are connected through a vaporizer (4); the outlet end of the precooling assembly (16) is respectively connected with the fuel nozzles (17) of the turbine front combustion chamber (2) and the ramjet combustion chamber (7); when the turbine engine body starts to work, the vaporizer (4) is used to vaporize the liquid hydrogen in the liquid hydrogen tank (15) and then input it into the precooling assembly (16), and then the precooling assembly (16) is used to input the liquid hydrogen into the turbine front combustion chamber (2) and the fuel nozzles (17) of the ramjet combustion chamber (7); the precooling assembly (16) is used to cool the high-temperature incoming air entering the compressor (1) and provide cooling air for the gas turbine (3).

9. The control method of a cross-speed hybrid system according to claim 8, characterized in that: A superconducting magnetic energy storage component (21) is also provided in the liquid hydrogen tank (15), and the superconducting magnetic energy storage component (21) is electrically connected to the generator (10); when the aircraft speed is between a first preset Mach number and a second preset Mach number, the superconducting magnetic energy storage component (21) is used to generate instantaneous power, and the superconducting magnetic energy storage component and the energy storage battery (11) are used to drive the generator (10) at the same time, and the combustion gas generated by the turbine front combustion chamber (2) is used to jointly drive the engine rotor to rotate, thereby increasing the thrust until the aircraft speed is greater than or equal to the second preset Mach number.

10. The control method of a cross-speed hybrid system according to claim 8, characterized in that: The air inlet end of the carburetor (4) of the cross-speed hybrid system is connected to the inner cavity of the compressor (1) through a first bleed air pipeline (19); an air inlet is provided on the air inlet cone (9), and the air inlet is connected to the air inlet end of the carburetor (4) through a second bleed air pipeline (20), and an air path valve (13) for controlling the opening and closing of the air inlet is provided on the second bleed air pipeline (20); when the aircraft is in the turbine engine main body power supply mode, the carburetor ( 4) introducing an air source from the interstage of the compressor (1) through a first bleed air line (19) to vaporize the liquid hydrogen; after the aircraft is in a scramjet mode, utilizing the incoming air introduced through the second bleed air line (20) and the air inlet of the intake cone (9) as a heat source of the vaporizer (4) to vaporize the liquid hydrogen; the vaporized low-temperature hydrogen is input into a precooling assembly (16) as a cold source to precool the incoming air in the outer duct (6), and provide cooling air for the gas turbine (3).

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