A methanol / jet fuel dual-fuel chemical regenerative hybrid aeroengine

Abstract

The application discloses a methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine and relates to the field of environment-friendly processing technology, which solves the problems of the increasing power demand of the airborne equipment of the turboshaft engine and the excessively high carbon emission of the engine. The core engine system comprises an aviation kerosene storage tank, an air inlet channel, a compressor, a combustion chamber, a turbine system, an exhaust nozzle and a rotor, the aviation kerosene storage tank is communicated with the combustion chamber, the air inlet channel, the compressor and the combustion chamber are sequentially communicated, part of the products of methanol reforming is mixed with the aviation kerosene and combusted in the combustion chamber, and the other part of the products generates power through a fuel cell; the combustion chamber, the turbine system and the exhaust nozzle are communicated, the combustion gas generated by the combustion chamber is introduced into the turbine system to drive the turbine system; and the turbine system drives the compressor and the rotor. The fuel cell is used to generate power to meet the power demand of the airborne equipment, the shaft power on the main shaft of the engine is reduced, the output power of the engine is effectively improved, and the operation stability of the core engine system is improved.

Description

Technical Field

[0001] This invention relates to the field of aviation power technology, specifically to a methanol / aviation kerosene dual-fuel chemical regenerative hybrid aviation engine. Background Technology

[0002] High-temperature proton exchange membrane fuel cells have strong fuel adaptability, especially under high-temperature conditions, where the purity requirements for hydrogen are low, and fuel gases containing a small amount of carbon monoxide can even be used directly. In addition, due to their significant advantages such as high energy conversion efficiency, wide temperature range, high power generation capacity, no pollution emissions, no mechanical vibration and noise, and low radiation, they show great development potential in the future green aviation field.

[0003] Turboshaft engines are currently the primary power source for helicopters. With the expanding applications of helicopters in various missions in recent years, the number and complexity of their onboard equipment have also increased significantly, including electrical systems, display and control devices, navigation systems, communication equipment, trim mechanisms, and stability enhancement devices. This has led to a rapid increase in the demand for electrical energy in helicopters. Due to the unique capabilities of helicopters, such as vertical takeoff and landing, hovering, and complex flight conditions, turboshaft engines are typically designed with short shafts, high speeds, and heavy loads, and their operating conditions vary drastically under different flight conditions. The traditional method of extracting electricity from the engine shaft to power onboard equipment can affect the operational stability of the core engine system, reduce its output power, increase fuel consumption and carbon emissions, and may even weaken the rotor's thrust output, affecting flight performance. Therefore, helicopter onboard power generation technology faces new challenges, and there is an urgent need to develop a new type of turboshaft engine power generation system to meet the ever-increasing power demands of modern helicopters and ensure stable and efficient flight performance. Summary of the Invention

[0004] To address the aforementioned issues of increased power demands on onboard equipment and excessive carbon emissions from existing turboshaft engines, this invention proposes a methanol / aviation kerosene dual-fuel chemical regenerative hybrid power aero-engine. This invention utilizes fuel cells to generate electricity to meet the power needs of onboard equipment, reducing the extraction of shaft power from the engine's main shaft. This effectively increases engine output power and improves the operational stability of the core engine system.

[0005] This invention proposes a methanol / jet fuel dual-fuel chemical regenerative hybrid aero-engine, specifically comprising a core engine system and a fuel cell system, which are connected. The core engine system includes a jet fuel storage tank, an air intake passage, a compressor, a combustion chamber, a turbine system, a tail nozzle, and a rotor, with the jet fuel storage tank and combustion chamber connected. The air intake passage, compressor, and combustion chamber are connected sequentially. The fuel cell system is connected to the combustion chamber, and a portion of the product from methanol reforming is introduced into the combustion chamber. The combustion chamber, turbine system, and tail nozzle are connected sequentially, and the combustion gas generated in the combustion chamber is introduced into the turbine system to drive the turbine system. The turbine system drives the compressor and rotor, respectively. The remaining product from methanol reforming is used to generate electricity.

[0006] Furthermore, the fuel cell system includes a methanol storage tank, a reforming reactor, a fuel splitter, and a fuel cell, which are connected in sequence; the fuel splitter is connected to the combustion chamber and the anode of the fuel cell; and one outlet of the compressor is connected to the cathode of the fuel cell.

[0007] Furthermore, the exhaust gas from the turbine system exchanges heat with the reforming reactor and is then discharged through the tailpipe.

[0008] Furthermore, the cathode outlet of the fuel cell is connected to an inlet of the reforming reactor.

[0009] Furthermore, a pressure reducing valve is provided between the fuel splitter and the anode of the fuel cell.

[0010] Furthermore, a fuel pump is installed between the methanol storage tank and the reforming reactor.

[0011] Furthermore, the turbine system includes a gas turbine and a power turbine, with the combustion chamber, the hot side of the gas turbine, the power turbine reformer, and the tail nozzle connected in sequence; the gas turbine drives the compressor; and the power turbine drives the rotor.

[0012] Furthermore, the power turbine drives the rotor via a gearbox.

[0013] Furthermore, a fuel pump is installed between the aviation kerosene storage tank and the combustion chamber.

[0014] Furthermore, the fuel pump is connected to the fuel cell.

[0015] The beneficial effects of the methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine described in this invention are as follows:

[0016] (1) The methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine described in this invention solves the problems of increased power demand of airborne equipment and excessive carbon emissions of existing turboshaft engines. By using fuel cells to generate electricity to meet the power demand of airborne equipment, the power extracted from the main shaft of the engine is reduced, which can effectively improve the output power of the engine and improve the operational stability of the core engine system. By using methanol fuel, the reforming reaction of alcohol fuel is cleverly used to realize the secondary utilization of exhaust waste heat, which can improve the energy utilization rate of the system. In addition, the excess alcohol hydrogen fuel is mixed with aviation kerosene for combustion, which can reduce the fuel consumption and carbon emissions of the engine.

[0017] (2) The methanol / aviation kerosene dual-fuel chemical regenerative hybrid power aircraft engine described in this invention can adjust the power generation by adjusting the fuel flow supplied to the fuel cell. Compared with the scheme of carrying a battery, it can improve the system's flexibility and endurance, and enhance the aircraft's adaptability when the flight conditions are more complex. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] In the attached diagram:

[0020] Figure 1 This is a schematic diagram of the structure of a methanol / aviation kerosene dual-fuel chemical regenerative hybrid power aero-engine described in this invention;

[0021] Among them: 1-jet fuel storage tank, 2-fuel pump one, 3-intake passage, 4-compressor, 5-combustion chamber, 6-gas turbine, 7-power turbine, 8-gearbox, 9-tail nozzle, 10-methanol storage tank, 11-fuel pump two, 12-reformer, 13-fuel distributor, 14-pressure reducing valve, 15-fuel cell. Detailed Implementation

[0022] The technical solution of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of, and not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0023] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0026] Specific implementation method one: See Figure 1 This embodiment is described in detail. The methanol / jet fuel dual-fuel chemical regenerative hybrid power aero-engine described in this embodiment specifically includes a core engine system and a fuel cell system, which are connected. The core engine system includes a jet fuel storage tank 1, an air intake passage 3, a compressor 4, a combustion chamber 5, a turbine system, a tail nozzle 9, and a rotor. The jet fuel storage tank 1 and the combustion chamber 5 are connected. The air intake passage 3, the compressor 4, and the combustion chamber 5 are sequentially connected. The fuel cell system is connected to the combustion chamber 5, and a portion of the product obtained from methanol reforming is introduced into the combustion chamber 5 to be burned together with the jet fuel and air in the combustion chamber 5. The turbine system and the tail nozzle 9 are connected in sequence. Combustion occurs in the combustion chamber 5, where a mixture of fuel including jet fuel, hydrogen, alcohol fuel, and carbon monoxide is burned. The combustion gas produced in the combustion chamber 5 is fed into the turbine system to drive the turbine system. The turbine system drives the compressor 4 and the rotor respectively. Another part of the product obtained from methanol reforming generates electricity through the fuel cell 15. The fuel cell 15 generates electricity through the electrochemical reaction of hydrogen and oxygen to meet the power demand of the airborne equipment, reduce the shaft power of the core engine system, increase the output power of the engine, and thus improve the efficiency of the overall system.

[0027] The fuel cell system includes a methanol storage tank 10, a reforming reactor 12, a fuel distributor 13, and a fuel cell 15. The methanol storage tank 10, the reforming reactor 12, and the fuel distributor 13 are connected in sequence. The fuel distributor 13 is connected to both the combustion chamber 5 and the anode of the fuel cell 15. A pressure reducing valve 14 is installed between the fuel distributor 13 and the anode of the fuel cell 15. The fuel distributor 13 divides the product after methanol reforming into two parts. One part, with hydrogen as the main component, flows through the pressure reducing valve 14 and enters the anode of the fuel cell 15 at an appropriate pressure for electrochemical reaction. The remainder is fed into the combustion chamber 5 to mix with jet fuel for combustion. The methanol-hydrogen fuel fed into the combustion chamber 5 and mixed with jet fuel can improve combustion characteristics, increase energy utilization efficiency, reduce jet fuel consumption, and reduce engine fuel consumption and carbon emissions. One outlet of the compressor 4 is connected to the cathode of the fuel cell 15, which sends air into the cathode of the fuel cell 15.

[0028] The turbine system outlet is connected to the hot side of the reforming reactor 12. The exhaust gas from the turbine system exchanges heat with the reforming reactor 12 and is then discharged through the tail nozzle 9. The reforming reactor 12 and the chemical regenerator are integrated into one structure. The working fluid in its internal cold fluid channel is methanol fuel and water vapor, and the inner wall is coated with a catalyst. Under the heating effect of the high-temperature tail gas in the hot fluid channel, the methanol fuel and water vapor undergo a reforming reaction. The products obtained from the reaction include hydrogen, carbon dioxide, carbon monoxide, and unreacted methanol fuel.

[0029] The fuel cell 15 is a high-temperature proton exchange membrane fuel cell, which exhibits good performance under high-temperature exhaust gas heat exchange conditions. The anode fuel is primarily hydrogen, with small amounts of carbon monoxide and alcohol-based fuels. The cathode outlet of the fuel cell 15 is connected to one inlet of the reforming reactor 12. The water vapor required for the reforming reaction in the reforming reactor 12 is generated by the electrochemical reaction occurring within the fuel cell 15 and does not require external supply.

[0030] The turbine system includes a gas turbine 6 and a power turbine 7. The combustion chamber 5, gas turbine 6, power turbine 7, the hot side of the reforming reactor 12, and the tail nozzle 9 are connected in sequence. The exhaust gas discharged from the power turbine 7 is discharged through the tail nozzle 9 after heat exchange with the reforming reactor 12. The gas turbine 6 is connected to the compressor 4 through the rotor shaft and drives the compressor 4 to work. The power turbine 7 is connected to the gearbox 8 through the rotor shaft. The gearbox 8 is connected to the rotor blade through the rotor shaft and drives the rotor blade to rotate.

[0031] A fuel pump 2 is installed between the aviation kerosene storage tank 1 and the combustion chamber 5. A fuel pump 11 is installed between the methanol storage tank 10 and the reforming reactor 12.

[0032] Both fuel pump 12 and fuel pump 11 are connected to fuel cell 15, and the energy required for normal operation is provided by fuel cell 15.

[0033] The specific working process of the methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine described in this invention is as follows:

[0034] In the core engine system, fuel pump 2 pumps aviation kerosene from the aviation kerosene storage tank 1 into the combustion chamber 5 through suction. The air intake passage 3 draws in a large amount of air from the outside atmosphere, which is then pressurized by the compressor 4 and introduced into the combustion chamber 5. The aviation kerosene, air, and alcohol-hydrogen fuel diverted from the fuel distributor 13, along with a small amount of carbon monoxide, mix and burn, rapidly forming high-temperature, high-pressure gas. This gas flows to the gas turbine 6, driving it to rotate and perform work. Simultaneously, the compressor 4, connected to the gas turbine 6 via its rotor shaft, is also driven to perform work. The gas then flows to the power turbine 7, driving it to rotate and perform work. Energy is transferred through the rotor shaft to the gearbox 8 and the rotor, providing driving force for the rotor's rotation, thus enabling the helicopter to generate sufficient lift for flight.

[0035] In the fuel cell system, fuel pump 11 pumps methanol from methanol storage tank 10 into the cold fluid channel of reforming reactor 12 through suction. At the same time, the high-temperature exhaust gas that has finished driving the power turbine 7 passes through the chemical regenerator and enters the hot fluid channel of reforming reactor 12. Through heat exchange, it provides heat energy for the reforming reaction of methanol and then is discharged into the atmosphere through tail nozzle 9. The inner wall of reforming reactor 12 is coated with a catalyst. After the methanol fuel absorbs enough heat and vaporizes, it undergoes a reforming reaction with water vapor generated from fuel cell 15 under the action of the catalyst. The reaction produces hydrogen, carbon dioxide, a small amount of carbon monoxide, and unreacted alcohol fuel. After being diverted by fuel splitter 13, a portion of the fuel, primarily composed of hydrogen, is reduced to an appropriate pressure by pressure reducing valve 14 and then fed to the anode of the high-temperature proton exchange membrane fuel cell 15. Simultaneously, high-pressure air drawn from the compressor's fourth stage serves as the cathode working fluid. The two react electrochemically to generate electricity, meeting the power requirements of the onboard equipment. The generated water vapor is returned to the reformer 12 to continue participating in the methanol reforming process for hydrogen production. Unreacted air is directly released into the atmosphere. The remaining hydrogen, carbon monoxide, and unreacted alcohol-based fuel obtained from fuel splitter 13 are fed into combustion chamber 5, mixed with jet fuel, and burned to support the energy use of the core engine system.

[0036] In summary, the methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine described in this invention solves the problems of increased power demand from onboard equipment and excessive carbon emissions in existing turboshaft engines. By using fuel cell 15 to generate electricity to meet the power needs of onboard equipment, the power extraction from the engine main shaft is reduced, effectively increasing engine output power and improving the operational stability of the core engine system. By using methanol fuel and cleverly utilizing the reforming reaction of alcohol fuels to achieve secondary utilization of exhaust waste heat, the system's energy efficiency can be improved. Furthermore, mixing excess methanol-hydrogen fuel with aviation kerosene for combustion can reduce engine fuel consumption and carbon emissions. The methanol / aviation kerosene dual-fuel chemical regenerative hybrid aero-engine described in this invention can adjust the power generation by regulating the fuel flow supplied to fuel cell 15. Compared to battery-based solutions, this improves system flexibility and range, enhancing the aircraft's responsiveness under complex flight conditions.

[0037] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the invention. They can also be reasonable combinations of the features described in the above embodiments. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A methanol-jet fuel dual-fuel chemical regenerative hybrid power aircraft engine, characterized in that: The system includes a core engine system and a fuel cell system, which are connected. The core engine system includes a jet fuel storage tank (1), an air intake channel (3), a compressor (4), a combustion chamber (5), a turbine system, a tail nozzle (9), and a rotor. The jet fuel storage tank (1) and the combustion chamber (5) are connected. The air intake channel (3), the compressor (4), and the combustion chamber (5) are connected in sequence. The fuel cell system is connected to the combustion chamber (5), and a portion of the product obtained from methanol reforming is fed into the combustion chamber (5). The combustion chamber (5), the turbine system, and the tail nozzle (9) are connected in sequence, and the combustion gas generated by fuel combustion in the combustion chamber (5) is fed into the turbine system to drive the turbine system. The turbine system drives the compressor (4) and the rotor, respectively. Another portion of the product obtained from methanol reforming is used to generate electricity. The fuel cell system includes a methanol storage tank (10), a reforming reactor (12), a fuel distributor (13), and a fuel cell (15). The methanol storage tank (10), the reforming reactor (12), and the fuel distributor (13) are connected in sequence. The fuel distributor (13) is connected to the combustion chamber (5) and the anode of the fuel cell (15), respectively. One outlet of the compressor (4) is connected to the cathode of the fuel cell (15). The exhaust gas from the turbine system exchanges heat with the reforming reactor (12) and is then discharged through the tailpipe (9); The turbine system includes a gas turbine (6) and a power turbine (7). The combustion chamber (5), the gas turbine (6), the power turbine (7), the hot side of the reforming reactor (12), and the tail nozzle (9) are connected in sequence. The gas turbine (6) drives the compressor (4). The power turbine (7) drives the rotor.

2. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 1, characterized in that: The cathode outlet of the fuel cell (15) is connected to one inlet of the reforming reactor (12).

3. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 1, characterized in that: A pressure reducing valve (14) is provided between the fuel splitter (13) and the anode of the fuel cell (15).

4. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 1, characterized in that: A fuel pump (2) is provided between the methanol storage tank (10) and the reforming reactor (12).

5. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 1, characterized in that: The power turbine (7) drives the rotor via a gearbox (8).

6. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 4, characterized in that: A fuel pump 2 (11) is installed between the aviation kerosene storage tank (1) and the combustion chamber (5).

7. The methanol-jet dual-fuel chemical regenerative hybrid power aircraft engine according to claim 6, characterized in that: Both fuel pump one (2) and fuel pump two (11) are connected to the fuel cell (15).

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