Energy distribution method and system for hydrogen fuel hybrid power and aircraft

Abstract

The invention relates to a hydrogen fuel hybrid power energy distribution method and system and an aircraft. The hydrogen fuel hybrid power energy distribution method comprises the steps that for a wide-body aircraft, thrust provided by a hydrogen fuel turbine engine is at least 75% of the total thrust of a branch aircraft, and hydrogen fuel consumed by a hydrogen fuel cell accounts for 15% or below of the total consumption of the hydrogen fuel; for a narrow-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 50% of the total thrust of the narrow-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for 30% or less of the total consumption of the hydrogen fuel; for the branch aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 30% of the total thrust of the wide-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for 30% or less of the total consumption of the hydrogen fuel.

Description

Technical Field

[0001] This application relates to a method, system, and aircraft for energy distribution in hydrogen fuel hybrid power systems. Background Technology

[0002] With the goal of achieving carbon neutrality in aviation, fossil fuel-based aircraft have revealed significant shortcomings in engine exhaust emissions, consistently containing CO2 and failing to meet stringent low-carbon and environmental protection requirements. Currently, aircraft and power systems based on low-carbon green energy have become a widespread research hotspot. The core of this research is to replace traditional fossil fuels with low-carbon fuels in aircraft, improve fuel efficiency, and comprehensively reduce aviation fuel consumption, pollution emissions, and carbon emissions.

[0003] Hydrogen energy possesses significant characteristics such as zero carbon emissions, high calorific value, and cryogenic capacity, making it suitable as fuel for hydrogen fuel cells and hydrogen turbine engines. It provides power and energy for aircraft, representing a crucial technological approach to achieving carbon emission reduction, energy consumption reduction, and improved flight economy in aviation. In addition to its zero-carbon emission characteristics, hydrogen fuel cells offer advantages such as low-temperature start-up and significant potential for improving power-to-weight ratio, and have already been applied in low-altitude aircraft. Hydrogen turbine engines, on the other hand, feature high calorific value and strong work capacity.

[0004] However, for aircraft, especially large commercial aircraft, the utilization of hydrogen energy in some comparative schemes uses hydrogen fuel cells and hydrogen turbine engines as auxiliary power systems. The auxiliary power system (APU) allows the main engine to be powered without relying on ground equipment when it is stopped, which is the main equipment that ensures the restart of the engine after it stops in the air, thus ensuring flight safety.

[0005] However, with the increasing demands for energy conservation and environmental protection, there is a need in the field for a solution that uses hydrogen energy as the primary energy source and provides the main thrust for aircraft, especially large commercial aircraft, rather than using it only as an auxiliary power system as in the comparative solutions. Therefore, there is a need in the field for an energy distribution method for hydrogen fuel hybrid power systems to ensure high-efficiency energy distribution in hydrogen fuel hybrid power systems. Summary of the Invention

[0006] In view of the problems existing in the background art, the purpose of this application is to provide a hydrogen fuel hybrid power energy distribution method, system, and aircraft.

[0007] The purpose of this application is to provide a method for energy distribution in hydrogen fuel hybrid power systems.

[0008] Another objective of this application is to provide a hydrogen fuel hybrid power system.

[0009] Another objective of this application is to provide an aircraft.

[0010] In a first aspect, the hydrogen fuel hybrid power energy distribution method according to this application is used in a hydrogen fuel hybrid power system, the hybrid power system including a hydrogen fuel cell, a secondary battery, and a propulsion system including a hydrogen fuel turbine engine and an electric drive fan, wherein the secondary battery is charged by the hydrogen fuel cell, the electric drive fan is driven by electricity provided by the hydrogen fuel cell and the secondary battery, the fuel for the hydrogen fuel turbine engine is hydrogen gas from a hydrogen storage system, and the energy distribution method includes: for a wide-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 75% of the total thrust of the regional jet, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 15% of the total hydrogen fuel consumption; for a narrow-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 50% of the total thrust of the narrow-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption; for a regional jet, the thrust provided by the hydrogen fuel turbine engine is at least 30% of the total thrust of the wide-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption.

[0011] In one or more embodiments of the distribution method, the hydrogen storage system includes a liquid hydrogen storage container and a hydrogen storage container, wherein the liquid hydrogen storage container is used to store liquid hydrogen and the hydrogen storage container is used to store gaseous hydrogen; the liquid hydrogen storage container stores more than 50% of the hydrogen energy required by the aircraft, and the hydrogen storage container stores the remaining hydrogen energy required by the aircraft and serves as a buffer storage space for the vaporization of liquid hydrogen.

[0012] In one or more embodiments of the distribution method, the hydrogen fuel cell hybrid power system further includes a hydrogen heating system, including a heating element; and a hydrogen cooling utilization system, including a heat exchanger between liquid hydrogen and a heat exchange medium. The energy of the hydrogen heating system and the hydrogen cooling utilization system is configured such that: the hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container; the hydrogen cooling utilization system is used to utilize the cooling energy of a second portion of liquid hydrogen output from the liquid hydrogen storage container; the heat exchanger between the liquid hydrogen and the heat exchange medium includes: a liquid hydrogen and air heat exchanger, a liquid hydrogen and water heat exchanger, and a liquid hydrogen and hydraulic oil heat exchanger, wherein the liquid hydrogen and air heat exchanger is used to provide cooling for the aircraft's air system, the liquid hydrogen and water heat exchanger is used to provide cooling for the hydrogen fuel cell and secondary battery of the battery system, and the liquid hydrogen and hydraulic oil heat exchanger is used to provide cooling for the engine's lubricating oil system.

[0013] In one or more embodiments of the distribution method, the hydrogen heating system includes a heating element including a tail jet heat exchanger and an electric heater; the energy is configured such that the electric heater provides electrical energy via a hydrogen fuel cell and a secondary battery.

[0014] Secondly, according to the hydrogen fuel hybrid power system of this application, the hydrogen fuel hybrid power energy distribution method of the first aspect includes: a hydrogen storage system, comprising a liquid hydrogen storage container and a hydrogen storage container, wherein the liquid hydrogen storage container is used to store liquid hydrogen, and the hydrogen storage container is used to store gaseous hydrogen; the liquid hydrogen storage container stores more than 50% of the hydrogen energy required by the aircraft, and the hydrogen storage container stores the remaining hydrogen energy required by the aircraft and serves as a buffer storage space for liquid hydrogen vaporization; a hydrogen heating system, comprising a heating element; the hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container; a hydrogen cooling utilization system, comprising a heat exchanger between liquid hydrogen and a heat exchange medium, wherein the hydrogen cooling utilization system is used to utilize the cooling capacity of a second portion of liquid hydrogen output from the liquid hydrogen storage container; the heat exchanger between the liquid hydrogen and the heat exchange medium includes: a liquid hydrogen and air heat exchanger, a liquid hydrogen and water heat exchanger, and a liquid hydrogen and hydraulic oil heat exchanger, wherein the liquid hydrogen and air heat exchanger is used to provide cooling for the aircraft's gas system, and the liquid hydrogen and water heat exchanger is used to... The system provides cooling for the hydrogen fuel cell and secondary battery of the battery system. The liquid hydrogen and hydraulic oil heat exchanger is used to provide cooling for the engine lubricating oil system. The battery system includes a hydrogen fuel cell and a secondary battery. The hydrogen in the hydrogen fuel cell is partially supplied by the hydrogen storage container. The electrical energy generated by the hydrogen fuel cell can charge the secondary battery. The battery system provides more than 20% of the propulsion energy required by the aircraft. The propulsion system includes a turbine engine and an electric drive fan. The turbine engine is fueled by hydrogen supplied by the hydrogen storage container. The electric drive fan is driven by the electrical energy provided by the battery system. The turbine engine provides more than 50% of the propulsion energy required by the aircraft. The water circulation system includes a water storage container. The input end of the water storage container is connected to the product water output end of the hydrogen fuel cell. The output end is connected to the steam generator of the turbine engine and the aircraft water system, respectively. The water vapor generated by the steam generator is injected into the combustion chamber of the turbine engine for water-enhanced combustion.

[0015] In one or more embodiments of the hydrogen fuel hybrid power system, the hydrogen heating system includes a tail jet heat exchanger and an electric heater; the electric heater is powered by the battery system.

[0016] In one or more embodiments of the hydrogen fuel cell hybrid power system, the flow path of the product water of the hydrogen fuel cell in the battery system includes a first flow path and a second flow path. In the first flow path, a portion of the product water passes through the steam generator of the turbine engine to generate water vapor, which then enters the combustion chamber of the turbine engine. In the second flow path, a portion of the product water is output to the aircraft water system.

[0017] In one or more embodiments of the hydrogen fuel cell hybrid power system, the air input of the hydrogen fuel cell in the battery system is output from an air compressor to the hydrogen fuel cell, the air compressor being powered and driven by the battery system.

[0018] Thirdly, the aircraft according to this application includes the hydrogen fuel hybrid power system described in the second aspect.

[0019] In one or more embodiments of the aircraft, when the aircraft is a narrow-body aircraft or a regional aircraft, a liquid hydrogen storage container is provided at the tail of the fuselage of the narrow-body aircraft or regional aircraft, and hydrogen storage containers and hydrogen fuel cells are provided in the wings of the narrow-body aircraft; when the aircraft is a wide-body aircraft, liquid hydrogen storage containers are provided at the tail of the fuselage and below the mid-section of the fuselage of the wide-body aircraft, and hydrogen storage containers and hydrogen fuel cells are provided in the wings of the wide-body aircraft; when the aircraft is a blended wing-body aircraft, the liquid hydrogen storage container is located at the fusion position of the wing and the fuselage, the hydrogen storage container and the hydrogen fuel cell are both located in the fuselage, and a turbine engine is provided at the tail of the fuselage.

[0020] The beneficial effects of this application include, but are not limited to:

[0021] This invention comprehensively considers the utilization of hydrogen energy from the perspective of the overall energy and power requirements of an aircraft, integrating the characteristics of hydrogen turbine engines and hydrogen fuel cells to meet the aircraft's power, water, and gas supply needs while simultaneously satisfying thrust requirements. It improves the overall utilization rate of hydrogen energy, mitigates the drawback of its relatively low volumetric energy density, eliminates unnecessary non-hydrogen power equipment, and frees up more space for hydrogen storage within the aircraft. Furthermore, this invention comprehensively considers the utilization of liquid hydrogen cooling capacity in the hybrid power system composed of a hydrogen turbine engine and hydrogen fuel cell, flexibly matching it with engine oil cooling, battery heat dissipation and cooling requirements, and aircraft air conditioning. Increasing the inlet hydrogen temperature of the turbine engine can further reduce engine fuel consumption. Additionally, this invention comprehensively considers the utilization of water generated by the battery in the hybrid power system of the hydrogen turbine engine and hydrogen fuel cell, flexibly matching it with battery heat dissipation and cooling, increased engine thrust, reduced emissions, and aircraft water requirements.

[0022] In summary, this invention comprehensively considers the matching problem between hydrogen fuel cells and hydrogen turbine engines under different aircraft configurations, thereby improving the efficiency of the propulsion system. Attached Figure Description

[0023] The above and other features, properties, and advantages of this application will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features. It should be noted that these drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of protection actually claimed by this application, wherein:

[0024] Figures 1A to 1C This is a schematic diagram of the structure of an aircraft with a hydrogen fuel hybrid power system, as shown in one embodiment.

[0025] Figure 2 This is a schematic block diagram of a hydrogen fuel cell hybrid power system according to one embodiment.

[0026] Figure 3 This is a schematic diagram of the engine and fuel cell corresponding to an embodiment of a hydrogen fuel hybrid power system.

[0027] Figure 4 This is a schematic diagram of the structure of an aircraft according to one embodiment. Detailed Implementation

[0028] Reference will now be made in detail to various embodiments of this application, examples of which are shown in the accompanying drawings and described below. Although this application will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit this application to those exemplary embodiments. Rather, this application is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of this application as defined by the appended claims.

[0029] In the following description, the terms "upstream," "downstream," or other directional terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These are used solely for the convenience of describing this application and for simplification, and do not indicate or imply that the device or component 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 application. Furthermore, in the specification of this application, "upstream," "downstream," "front," and "rear" are distinguished by the general airflow direction during engine operation. That is, during engine operation, air generally flows from "upstream" to "downstream" and from "front" to "rear," which is also roughly the "intake" to "exhaust" direction of the engine turbine.

[0030] Furthermore, this application uses specific terms to describe its embodiments. For example, "an embodiment" and / or "one embodiment" refers to a particular feature, structure, or characteristic associated with at least one embodiment of this application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application can be appropriately combined.

[0031] Flowcharts are used in this application to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Other operations may be added to these processes, or one or more operations may be removed from these processes.

[0032] This application first describes a turbofan engine as an example of a turbine engine, but this is not a limitation. A turbofan engine, also known as a "turbofan engine," is a gas turbine engine in which the combined reaction thrust generated by the exhaust gas from the nozzle and the air exhausted by the fan produces thrust. It consists of a compressor, combustion chamber, high-pressure turbine (driving the compressor), low-pressure turbine (driving the fan), and exhaust system. The compressor, combustion chamber, and high-pressure turbine (driving the compressor) are collectively referred to as the core engine. Part of the airflow drawn in by the fan is sent into the core engine (technically called the "inner duct"), while the other part is directly exhausted from the periphery of the core engine ("outer bypass duct"). Therefore, the combustion energy of a turbofan engine is distributed to the two exhaust airflows generated by the fan and the combustion chamber, respectively.

[0033] The following section will first introduce the hydrogen fuel hybrid power system and its corresponding distribution structure in aircraft, and then introduce the energy distribution method of this system.

[0034] like Figures 1A to 1C As shown, an aircraft having the hydrogen fuel hybrid power system described in the following embodiments includes, for example, Figure 1A The narrow-body aircraft or regional aircraft shown Figure 1B The wide-body aircraft shown Figure 1C The wing-body blended aircraft shown can be flexibly configured with functional modules such as hydrogen storage system 1, hydrogen heating system 2, propulsion system 3, battery system 4, and hydrogen cooling utilization system 6, depending on the different aircraft structures. The specific structure will be described in detail below.

[0035] like Figure 2 , Figure 3 as well as Figure 4As shown, the hydrogen fuel cell hybrid power system includes a hydrogen storage system 1, comprising a liquid hydrogen storage tank 11 as a liquid hydrogen storage container and a hydrogen tank 12 as a hydrogen storage container. It can be understood that the liquid hydrogen storage container is used to store liquid hydrogen, and the hydrogen storage container is used to store gaseous hydrogen. The liquid hydrogen storage tank 11 and the hydrogen tank 12 are merely specific embodiment structures and are not intended to limit the system. In the initial state of the hydrogen fuel cell hybrid power system, both the liquid hydrogen storage tank 11 and the hydrogen tank 12 store hydrogen fuel. That is, before takeoff, the hydrogen fuel cell hybrid power system defaults to storing liquid hydrogen in the liquid hydrogen storage tank 11 and hydrogen in the hydrogen tank 12. The ratio of hydrogen stored in the two tanks can be allocated according to mission requirements and aircraft configuration. The hydrogen tank 12 stores hydrogen in the initial stage, which can provide fuel for the aircraft and fuel cell during cold starts.

[0036] The hydrogen heating system 2 includes a heating element; the hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container.

[0037] In some embodiments, the hydrogen heating system 2 may include an engine exhaust heat exchanger 21 and an electric heater 22. The electric heater 22 is powered by the battery system 4.

[0038] The hydrogen cooling capacity utilization system 6 includes heat exchangers between liquid hydrogen and a heat exchange medium, such as an air heat exchanger 61, a water heat exchanger 62, and a hydraulic oil heat exchanger 63. The hydrogen cooling capacity utilization system 6 is used to utilize the cooling capacity of a second portion of liquid hydrogen output from the liquid hydrogen storage container. For the liquid hydrogen and air heat exchanger 61, liquid hydrogen is used to cool the aircraft's air system 53, removing some heat; for the liquid hydrogen and water heat exchanger 62, liquid hydrogen is used to cool the cooling systems of the hydrogen fuel cell 41 and the lithium battery 42, removing some heat; for the hydraulic oil heat exchanger 63, liquid hydrogen is used to cool the engine's lubricating oil system, removing some heat.

[0039] Liquid hydrogen is heated by hydrogen heating system 2 to form hydrogen gas, which is then stored in hydrogen tank 12. Part of the hydrogen in hydrogen tank 12 is used as fuel for hydrogen turbine engine 31, and part is used as fuel for hydrogen fuel cell 41. Hydrogen turbine engine 31 generates thrust by burning hydrogen.

[0040] for Figure 1A In the narrow-body or regional aircraft shown, hydrogen fuel cells serve as the energy source for the auxiliary power hydrogen turbine engine motor 32, and the proportion of hydrogen fuel used is generally no more than 30%.

[0041] for Figure 1B The wide-body aircraft shown uses hydrogen fuel cells as auxiliary power, with the typical proportion of hydrogen fuel being no more than 15%. The hydrogen turbine engine 31 generates thrust by burning hydrogen.

[0042] The battery system 4 includes a hydrogen fuel cell 41 and a secondary battery, such as a lithium battery 4. The hydrogen in the hydrogen fuel cell 41 is partially derived from the hydrogen storage container, and the electrical energy generated by the hydrogen fuel cell 41 can charge the secondary battery.

[0043] Specifically, in some embodiments, a portion of the electricity generated by the hydrogen fuel cell 41 may be used to charge the lithium battery 42, forming a battery system 4. The battery system 4 may be used to power the electric heater 22, the starter motor 72 of the hydrogen turbine engine, the motor 32 of the hydrogen turbine engine, and the electric drive fan 34.

[0044] In some embodiments, the battery system 4 can also power an air compressor, such as an air compressor 71, to drive the air compressor.

[0045] The air used for the reaction in the hydrogen fuel cell 41 can be supplied by the air compressor 71. That is, the air input to the hydrogen fuel cell 41 in the battery system is supplied to the hydrogen fuel cell 41 from the air compressor, which is powered by the battery system 4. Additionally, the air compressor 71 can also supply air to the aircraft's air supply system 53.

[0046] In some embodiments, the battery system 4 can also supply power to the aircraft electrical system 52.

[0047] The water produced by the hydrogen fuel cell 41 has two flow paths: a first flow path and a second flow path. In the first flow path, a portion of the product water passes through the steam generator of the turbine engine to generate steam, which then enters the combustion chamber of the turbine engine. In the second flow path, a portion of the product water is output to the aircraft water system. For example, all the produced water can enter a water storage container. The input end of the water storage container is connected to the product output end of the hydrogen fuel cell, and the output end of the water storage container is connected to the steam generator of the turbine engine and the aircraft water system. For example, the water storage container is a water tank, which can contain water tank 73. A portion of the water in water tank 73 passes through the hydrogen turbine engine steam generator 33 and enters the combustion chamber of the hydrogen turbine engine 31, while the other portion is used for the aircraft water system 51.

[0048] The propulsion system 3 includes a hydrogen turbine engine 31 and an electric drive fan 34. The hydrogen turbine engine 31 is fueled by hydrogen supplied from the hydrogen storage container, and the electric drive fan 34 is driven by electricity provided by the battery system 4. The motor 32 of the hydrogen turbine engine 31 assists the starter motor 72 in starting the hydrogen turbine engine 31 and also provides some shaft power. The ratio and number of the hydrogen turbine engine 31 and the electric drive fan 34 can be configured according to thrust requirements. For high thrust requirements such as wide-body aircraft, the hydrogen turbine engine is the primary power source, typically accounting for more than 75% of the thrust; for medium thrust requirements such as narrow-body aircraft, the typical proportion of hydrogen turbine thrust is more than 50%; and for small to medium thrust requirements such as aircraft, the typical proportion of hydrogen turbine thrust is more than 30%.

[0049] The specific operating mode of the hydrogen fuel hybrid power system described above can be described in the following content.

[0050] refer to Figure 2 and Figure 3 As shown, atmospheric air entering the hydrogen turbine engine 31 is divided into two parts. Part of the air enters the bypass duct of the fan 301, forming the bypass exhaust 307 and generating thrust. The other part enters the engine's internal duct, flowing through the compressor 302, combustion chamber 303, high-pressure turbine 304, and low-pressure turbine 305. The high-pressure turbine 304 performs work, driving the compressor 302 via the high-pressure shaft 311. The low-pressure turbine 305 performs work, driving the fan 301 via the low-pressure shaft 310. The internal exhaust 306, after passing through the low-pressure turbine 305, flows through the steam generator 33 and the tailpipe heat exchanger 21 before being discharged into the atmosphere, generating thrust.

[0051] The water produced by the hydrogen fuel cell 41 first enters the water tank 73. After the water is supplied to the steam generator 33 according to the engine's needs, the heated water vapor first enters the steam drum to store the water vapor and increase its dryness. Then, the high-temperature water vapor 309 enters the combustion chamber 305 of the engine 31.

[0052] A portion of the liquid hydrogen from the liquid hydrogen storage tank 11 enters the hydrogen tank 12 via the electric heater 22, while another portion enters the hydrogen tank after passing through the tail spray heat exchanger 21. The hydrogen in the hydrogen tank is supplied as fuel to the combustion chamber 303 for combustion, according to the engine's needs.

[0053] In specific embodiments, such as Figures 1A to 1C as well as Figures 2 to 4 As shown, the aircraft using the hydrogen fuel hybrid power energy system described above can be an airplane. It can make full use of the characteristics of different aircraft configurations to arrange hydrogen storage system 1, hydrogen heating system 2, hydrogen cooling utilization system 6, battery system 4 and propulsion system 3 to meet the thrust and aircraft system 5 requirements.

[0054] For example Figure 1A As shown, for a regional jet or narrow-body aircraft 101, a liquid hydrogen tank 11 at the tail of the fuselage stores liquid hydrogen. The hydrogen produced after heat exchange is stored in a hydrogen tank 12 in the wing. A hydrogen fuel cell 41 is also located in the wing, and the water produced by the hydrogen fuel cell is stored in a water tank 73 in the wing. The hydrogen in the hydrogen tank 12 serves as fuel for both the hydrogen turbine engine 31 and the hydrogen fuel cell 41. Oxygen for the hydrogen fuel cell comes from an air compressor 71 at the tail of the fuselage. A portion of the electricity generated by the hydrogen fuel cell 41 charges the lithium battery 42, forming a battery system that powers the aircraft. The water produced by the hydrogen fuel cell 41 is filtered and partially supplied to the engine for water-enhanced combustion, and partially used for aircraft water use.

[0055] For example Figure 1B As shown, for the wide-body aircraft 102, in addition to placing the liquid hydrogen tank 11 at the tail of the fuselage, the liquid hydrogen tank can also be placed under the mid-section of the fuselage. At the same time, the larger wings of the wide-body aircraft are fully utilized to accommodate more hydrogen fuel cells 41, and hydrogen tanks 12 and water tanks 73 are also placed in the wings. Compared to the narrow-body aircraft 101, the wide-body aircraft, carrying more hydrogen fuel cells, can generate electricity for the aircraft, and the excess electricity is connected to the low-pressure shaft of the hydrogen turbine engine 31 via a generator to form a hybrid power system.

[0056] For example Figure 1C As shown, for the blended wing-body aircraft 103, the liquid hydrogen storage tank 11 is placed at the wing-fuselage junction, while the hydrogen tank 12, hydrogen fuel cell 41, air compressor 71, and water tank 73 are all located in the fuselage. In addition to the hydrogen turbine engine 31, an electrically driven fan 34 is also installed at the tail of the fuselage.

[0057] For aircraft equipped with the aforementioned hydrogen fuel hybrid power system, two operating modes can be configured for the combined operation of the hydrogen fuel cell and the hydrogen turbine engine.

[0058] One operating mode involves integrating electrical energy into a hydrogen turbine engine to jointly drive the propulsion fan within the turbine, forming an integrated hydrogen-electric hybrid power system. This allows for flexible allocation of turbine power and electric power ratios under varying thrust demands, improving the overall efficiency of hydrogen energy utilization and reducing the generation of pollutants such as NOx from combustion.

[0059] Another operating mode is that the hydrogen fuel cell directly drives multiple additional propulsion fans. These electrically driven fans can be flexibly arranged according to the aircraft configuration, working in conjunction with the hydrogen turbine engine for auxiliary propulsion or aircraft boundary layer pumping, thereby improving the overall efficiency of hydrogen energy utilization.

[0060] By working together with hydrogen fuel cells and hydrogen turbine engines, a complete energy and power system for hydrogen-powered aircraft is formed, which can meet the needs of hydrogen-powered aircraft with different configurations such as narrow-body, wide-body, and blended wing-body aircraft, and flexibly arrange various subsystems to improve the overall efficiency of hydrogen energy utilization.

[0061] The energy distribution methods for the hydrogen fuel cell hybrid power system described above include:

[0062] For wide-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 75% of the total thrust of the regional aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 15% of the total hydrogen fuel consumption.

[0063] For narrow-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 50% of the total thrust of the narrow-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption.

[0064] For regional aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 30% of the total thrust of the wide-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption.

[0065] The definitions of regional aircraft, narrow-body aircraft, and wide-body aircraft above are similar to their general meanings in this field. Regional aircraft typically refer to small passenger aircraft with fewer than 100 seats, generally designed for 35 to 100 seats. Narrow-body aircraft typically have a fuselage diameter of 3-4 meters, a single-aisle layout, and 3+3 or 2+2 seating arrangements per row, with a passenger capacity generally below 200 seats but greater than 100. Wide-body aircraft have a fuselage diameter exceeding 5 meters, a twin-aisle layout, and typically 7-10 seats per row in economy class (e.g., 3+4+3 or 2+5+2).

[0066] The inventors discovered that by adopting the above thrust distribution and hydrogen fuel distribution ratios, the matching problem between hydrogen fuel cells and hydrogen turbine engines under different aircraft configurations can be solved, thereby improving the efficiency of the propulsion system.

[0067] As described above, in some embodiments of the distribution method, the hydrogen storage system includes a liquid hydrogen storage container and a hydrogen storage container. The liquid hydrogen storage container is used to store liquid hydrogen, and the hydrogen storage container is used to store gaseous hydrogen. The liquid hydrogen storage container stores more than 50% of the hydrogen energy required by the aircraft, and the hydrogen storage container stores the remaining hydrogen energy required by the aircraft and serves as a buffer storage space for the vaporization of liquid hydrogen.

[0068] In some embodiments of the distribution method, the hydrogen fuel cell hybrid power system further includes a hydrogen heating system, including a heating element; and a hydrogen cooling utilization system, including a heat exchanger between liquid hydrogen and a heat exchange medium. The energy of the hydrogen heating system and the hydrogen cooling utilization system is configured such that: the hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container; and the hydrogen cooling utilization system is used to utilize the cooling energy of a second portion of liquid hydrogen output from the liquid hydrogen storage container. The heat exchanger between the liquid hydrogen and the heat exchange medium includes: a liquid hydrogen and air heat exchanger, a liquid hydrogen and water heat exchanger, and a liquid hydrogen and hydraulic oil heat exchanger. The liquid hydrogen and air heat exchanger is used to provide cooling for the aircraft's air system, the liquid hydrogen and water heat exchanger is used to provide cooling for the hydrogen fuel cell and secondary battery of the battery system, and the liquid hydrogen and hydraulic oil heat exchanger is used to provide cooling for the engine's lubricating oil system.

[0069] In some embodiments of the distribution method, the hydrogen heating system includes heating elements including a tail jet heat exchanger and an electric heater; the energy is configured such that the electric heater provides electrical energy via a hydrogen fuel cell and a secondary battery.

[0070] In summary, the beneficial effects of the hydrogen fuel cell hybrid power system and aircraft described in the above embodiments include, but are not limited to:

[0071] This invention comprehensively considers the utilization of hydrogen energy from the perspective of the overall energy and power requirements of an aircraft, integrating the characteristics of hydrogen turbine engines and hydrogen fuel cells to meet the aircraft's power, water, and gas supply needs while simultaneously satisfying thrust requirements. It improves the overall utilization rate of hydrogen energy, mitigates the drawback of its relatively low volumetric energy density, eliminates unnecessary non-hydrogen power equipment, and frees up more space for hydrogen storage within the aircraft. Furthermore, this invention comprehensively considers the utilization of liquid hydrogen cooling capacity in the hybrid power system composed of a hydrogen turbine engine and hydrogen fuel cell, flexibly matching it with engine oil cooling, battery heat dissipation and cooling requirements, and aircraft air conditioning. Increasing the inlet hydrogen temperature of the turbine engine can further reduce engine fuel consumption. Additionally, this invention comprehensively considers the utilization of water generated by the battery in the hybrid power system of the hydrogen turbine engine and hydrogen fuel cell, flexibly matching it with battery heat dissipation and cooling, increased engine thrust, reduced emissions, and aircraft water requirements.

[0072] In summary, this invention comprehensively considers the matching problem between hydrogen fuel cells and hydrogen turbine engines under different aircraft configurations, thereby improving the efficiency of the propulsion system.

[0073] While this application discloses preferred embodiments as described above, it is not intended to limit the scope of this application. Any changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application, without departing from the content of the technical solution of this application, fall within the protection scope defined by the claims of this application.

Claims

1. A method for energy distribution in hydrogen fuel cell hybrid power systems, characterized in that, For a hydrogen fuel cell hybrid power system, the hybrid power system includes a hydrogen fuel cell, a secondary battery, and a propulsion system, including a hydrogen fuel cell turbine engine and an electric drive fan. The secondary battery is charged by the hydrogen fuel cell, and the electric drive fan is powered by electricity provided by the hydrogen fuel cell and the secondary battery. The hydrogen fuel cell turbine engine is fueled by hydrogen gas obtained from a hydrogen storage system. The energy distribution method includes: For wide-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 75% of the total thrust of the regional aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 15% of the total hydrogen fuel consumption. For narrow-body aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 50% of the total thrust of the narrow-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption. For regional aircraft, the thrust provided by the hydrogen fuel turbine engine is at least 30% of the total thrust of the wide-body aircraft, and the hydrogen fuel consumed by the hydrogen fuel cell accounts for less than 30% of the total hydrogen fuel consumption.

2. The energy distribution method as described in claim 1, characterized in that, The hydrogen storage system includes a liquid hydrogen storage container and a hydrogen storage container. The liquid hydrogen storage container is used to store liquid hydrogen, and the hydrogen storage container is used to store gaseous hydrogen. The liquid hydrogen storage container stores more than 50% of the hydrogen energy required by the aircraft, and the hydrogen storage container stores the remaining hydrogen energy required by the aircraft and serves as a buffer storage space for the vaporization of liquid hydrogen.

3. The energy distribution method as described in claim 1, characterized in that, The hydrogen fuel cell hybrid power system also includes a hydrogen heating system, including heating elements; and a hydrogen cooling system, including a heat exchanger between liquid hydrogen and the heat exchange medium. The energy of the hydrogen heating system and the hydrogen cooling utilization system is configured as follows: The hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container; The hydrogen cooling capacity utilization system is used to utilize the cooling capacity of a second portion of liquid hydrogen output from the liquid hydrogen storage container; the heat exchangers between the liquid hydrogen and the heat exchange medium include: a liquid hydrogen and air heat exchanger, a liquid hydrogen and water heat exchanger, and a liquid hydrogen and hydraulic oil heat exchanger. The liquid hydrogen and air heat exchanger is used to provide cooling for the aircraft's air system, the liquid hydrogen and water heat exchanger is used to provide cooling for the hydrogen fuel cell and secondary battery of the battery system, and the liquid hydrogen and hydraulic oil heat exchanger is used to provide cooling for the engine's lubricating oil system.

4. The energy distribution method as described in claim 3, characterized in that, The hydrogen heating system includes heating elements including a tail jet heat exchanger and an electric heater; the energy is configured as follows: The electric heater is powered by a hydrogen fuel cell and a secondary battery.

5. A hydrogen fuel cell hybrid power system, characterized in that, The energy distribution method applicable to any one of claims 1-4 is characterized by comprising: A hydrogen storage system includes a liquid hydrogen storage container and a hydrogen storage container. The liquid hydrogen storage container is used to store liquid hydrogen, and the hydrogen storage container is used to store gaseous hydrogen. The liquid hydrogen storage container stores more than 50% of the hydrogen energy required by the aircraft, and the hydrogen storage container stores the remaining hydrogen energy required by the aircraft and serves as a buffer storage space for the vaporization of liquid hydrogen. A hydrogen heating system, including a heating element; the hydrogen heating system is used to heat a first portion of liquid hydrogen output from the liquid hydrogen storage container; A hydrogen cooling capacity utilization system includes a heat exchanger between liquid hydrogen and a heat exchange medium. The system utilizes the cooling capacity of a second portion of liquid hydrogen output from the liquid hydrogen storage container. The heat exchanger between the liquid hydrogen and the heat exchange medium includes: a liquid hydrogen and air heat exchanger, a liquid hydrogen and water heat exchanger, and a liquid hydrogen and hydraulic oil heat exchanger. The liquid hydrogen and air heat exchanger provides cooling for the aircraft's air system, the liquid hydrogen and water heat exchanger provides cooling for the hydrogen fuel cell and secondary battery of the battery system, and the liquid hydrogen and hydraulic oil heat exchanger provides cooling for the engine's lubricating oil system. The battery system includes a hydrogen fuel cell and a secondary battery. The hydrogen in the hydrogen fuel cell is partially derived from the hydrogen storage container. The electrical energy generated by the hydrogen fuel cell can charge the secondary battery. The battery system provides more than 20% of the propulsion energy required by the aircraft. The propulsion system includes a turbine engine and an electric drive fan. The turbine engine is fueled by hydrogen supplied by the hydrogen storage container, and the electric drive fan is driven by electrical energy provided by the battery system. The turbine engine provides more than 50% of the propulsion energy required by the aircraft. The water circulation system includes a water storage container, the input end of which is connected to the product water output end of the hydrogen fuel cell, and the output end is connected to the steam generator of the turbine engine and the aircraft water system, respectively. The steam generated by the steam generator is injected into the combustion chamber of the turbine engine for water-enhanced combustion.

6. The hydrogen fuel cell hybrid power system as described in claim 5, characterized in that, The hydrogen heating system includes a tail jet heat exchanger and an electric heater; the electric heater is powered by the battery system.

7. The hydrogen fuel cell hybrid power system as described in claim 5, characterized in that, The product water flow path of the hydrogen fuel cell in the battery system includes a first flow path and a second flow path. In the first flow path, a portion of the product water passes through the steam generator of the turbine engine to generate water vapor, which then enters the combustion chamber of the turbine engine. In the second flow path, a portion of the product water is output to the aircraft water system.

8. The hydrogen fuel cell hybrid power system as described in claim 5, characterized in that, The air input to the hydrogen fuel cell of the battery system is output from an air compressor to the hydrogen fuel cell, and the air compressor is powered by the battery system.

9. An aircraft, characterized in that, Including the hydrogen fuel and hybrid power systems as described in any one of claims 5-8.

10. The aircraft as claimed in claim 9, characterized in that, When the aircraft is a narrow-body aircraft or a regional aircraft, the fuselage of the narrow-body aircraft or regional aircraft is provided with a liquid hydrogen storage container at the tail, and the wings of the narrow-body aircraft are provided with hydrogen storage containers and hydrogen fuel cells. When the aircraft is a wide-body aircraft, liquid hydrogen storage containers are provided at the tail of the fuselage and below the middle section of the fuselage, and hydrogen storage containers and hydrogen fuel cells are provided on the wings of the wide-body aircraft. When the aircraft is a blended wing-body aircraft, the liquid hydrogen storage container is located at the fusion position of the wing and fuselage, the hydrogen storage container and the hydrogen fuel cell are both located in the fuselage, and a turbine engine is located at the tail of the fuselage.

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