Multi-source combined cycle power system and aircraft engine

Abstract

This invention provides a multi-source combined cycle power system and an aero-engine, relating to the field of power systems. It includes: a wave rotor combustion unit, whose air inlet receives compressed air and whose gas outlet outputs gas to a turbine module; a pre-combustion chamber configured to provide pre-combustion space, supplied with fuel, with the air outlet of the wave rotor combustion unit connected to the air inlet of the pre-combustion chamber, and the gas outlet of the pre-combustion chamber connected to the gas inlet of the wave rotor combustion unit; and a SOFC power generation unit, whose anode inlet is connected to the fuel supply path, whose cathode inlet receives compressed air, whose anode outlet is connected to the gas inlet of the pre-combustion chamber, and whose cathode outlet is connected to the air inlet of the wave rotor combustion unit. The airflow path is rationally configured to meet the requirements for propulsion, high-pressure gas, and heat source.

Description

Technical Field

[0001] This invention relates to the field of power systems, and more particularly to a multi-source combined cycle power system and an aero-engine. Background Technology

[0002] Currently, commercial aviation propulsion systems still primarily rely on traditional Brayton cycle gas turbines, with improvements in thermal efficiency mainly depending on increases in turbine inlet temperature and total pressure ratio. However, limitations in materials technology, particularly the single-crystal high-temperature alloys used in turbine components, have pushed their heat resistance and cooling technologies to near engineering limits, restricting further increases in turbine inlet temperature. Furthermore, increasing the total pressure ratio further compresses compressor stability margins, increases the difficulty of flow matching between stages, and leads to engineering challenges such as decreased aerodynamic stability and increased structural complexity. Simultaneously, existing propulsion systems are highly dependent on fossil fuels, and their inherent bottlenecks in carbon emission control limit their adaptability in future green aviation systems. Therefore, it is urgent to explore new technological pathways at the level of cycle architecture and energy structure to balance the improvement of aero-engine thermal efficiency with the achievement of carbon reduction goals. Summary of the Invention

[0003] The purpose of this invention is at least to provide a multi-source combined cycle power system and aero-engine, based on a gas turbine engine, which meets the requirements of propulsion, high-pressure gas, and heat source through reasonable configuration of airflow path.

[0004] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form to prepare for the more detailed descriptions that follow.

[0005] One embodiment of the present invention provides a multi-source combined cycle power system, the multi-source combined cycle power system comprising:

[0006] The wave rotor combustion unit has an air inlet for receiving compressed air and a gas outlet for outputting gas to the turbine module.

[0007] The pre-combustion chamber is configured to provide a pre-combustion space. Fuel is supplied to the pre-combustion chamber. The air outlet of the wave rotor combustion unit is connected to the air inlet of the pre-combustion chamber, and the gas outlet of the pre-combustion chamber is connected to the gas inlet of the wave rotor combustion unit.

[0008] The SOFC power generation unit has its anode inlet connected to the fuel supply path, its cathode inlet for receiving compressed air, its anode outlet connected to the gas inlet of the pre-combustion chamber, and its cathode outlet connected to the air inlet of the wave rotor combustion unit.

[0009] The compressed air received by the wave rotor combustion unit and the compressed air received by the SOFC power generation unit are provided by the compressor module.

[0010] In some embodiments, the fuel supply path includes a third heat exchanger and a fuel source, the fuel source being connected to the cold end inlet of the third heat exchanger and the cold end outlet of the third heat exchanger being connected to the anode inlet of the SOFC power generation unit.

[0011] In some embodiments, the multi-source combined cycle power system includes a circulation recovery module, which includes a second heat exchanger and a working fluid source.

[0012] The hot end inlet of the second heat exchanger is connected to the working fluid source, and the hot end outlet of the second heat exchanger is connected to the hot end inlet of the third heat exchanger.

[0013] The second heat exchanger includes a cold end channel, through which external airflow passes to provide a heat source for the second heat exchanger.

[0014] In some embodiments, the recycling module includes a third compressor, a third turbine, and a generator, which are coaxially connected in sequence.

[0015] The hot end outlet of the third heat exchanger is connected to the inlet of the third compressor.

[0016] In some embodiments, a portion of the gas output from the third compressor is used to provide a working fluid source.

[0017] A portion of the gas output from the third turbine is used to provide the working fluid source.

[0018] In some embodiments, the recycling module includes a fourth heat exchanger.

[0019] A portion of the gas output from the third compressor is supplied to the cold end passage of the fourth heat exchanger, and a portion of the gas output from the third turbine is supplied to the working fluid source after passing through the hot end passage of the fourth heat exchanger.

[0020] In some embodiments, the recycling module includes a first heat exchanger and a hot-end heat exchanger.

[0021] The cold end outlet of the fourth heat exchanger is connected to the cold end inlet of the first heat exchanger, and at least part of the gas discharged from the turbine module is used to provide a heat source for the first heat exchanger.

[0022] The cold end outlet of the first heat exchanger is connected to the working fluid inlet of the hot end heat exchanger, and the working fluid outlet of the hot end heat exchanger is connected to the inlet of the third turbine. The hot end heat exchanger is located in the pre-combustion chamber and is used to absorb the structural heat of the pre-combustion chamber.

[0023] One embodiment of the present invention provides an aero-engine, including the above-mentioned multi-source combined cycle power system. The aero-engine includes a main propulsion motor and a main thruster. The main thruster, compressor module, wave rotor combustion unit, turbine module and main propulsion motor are arranged sequentially along the axial direction.

[0024] The air compressor module includes a first compressor and a second compressor. The first compressor is configured to provide a portion of the compressed air to the wave rotor combustion unit, and the first compressor and the second compressor are configured to provide a portion of the compressed air to the SOFC power generation unit.

[0025] The turbine module includes a first turbine and a second turbine. Gas is transferred from the first turbine to the second turbine. The main thruster, the first compressor, the second turbine, and the main propulsion motor are coaxially connected. The second compressor is coaxially connected to the first turbine.

[0026] In some embodiments, the aero-engine includes an electrical management unit and an auxiliary propulsion motor. The input side of the electrical management unit is connected to an SOFC power generation unit and a generator. The electrical management unit is configured to dynamically distribute electrical energy to the main propulsion motor and the auxiliary propulsion motor.

[0027] In some embodiments, the auxiliary propulsion motor is configured to feed electrical energy back to the power management unit in power generation mode.

[0028] An aero-engine includes an energy storage unit that is electrically connected to an electrical management unit. The energy storage unit is configured to output electrical energy to or extract electrical energy from the electrical management unit.

[0029] This invention achieves efficient conversion and progressive utilization of chemical energy, electrical energy and thermal energy by setting up a wave rotor combustion unit and an SOFC power generation unit, with the SOFC power generation unit and the wave rotor combustion unit undergoing isochoric combustion composite, thus breaking through the technical bottleneck of traditional Brayton cycle in terms of thermal efficiency improvement. Attached Figure Description

[0030] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related properties or features may have the same or similar reference numerals. Wherein:

[0031] Figure 1 This is a connection block diagram of a multi-source combined cycle power system according to some embodiments;

[0032] Figure 2 This is a connection block diagram of a multi-source combined cycle power system according to some other embodiments. Detailed Implementation

[0033] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0034] It should be understood that the terms “system,” “device,” “unit,” and / or “module” used herein are one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other words can achieve the same purpose, they may be replaced by other expressions.

[0035] It is understood that the technical terms that may be used in the description of this specification, such as "inner" and "outer", indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the implementation method 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 limiting the scope of protection of the invention.

[0036] It should be noted that the use of terms such as "first" and "second" to define features in this document is merely for the purpose of distinguishing the corresponding features. Unless otherwise stated, these terms have no special meaning and should not be construed as limiting the scope of protection of this invention. As shown in this specification and claims, the terms "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural, unless the context clearly indicates otherwise. Generally, the terms "comprising" and "including" only indicate the inclusion of explicitly identified elements, and these elements do not constitute an exclusive list; the method or apparatus may also include other elements.

[0037] In the description of this specification, it should also be noted that, unless otherwise expressly specified or limited, the terms "connected" or "linked" should be interpreted broadly. For example, it can refer to a fixed connection, an integral connection, or a detachable connection; it can refer to a mechanical connection or an electrical connection; it can refer to a direct connection or an indirect connection through an intermediate medium, or the internal connection of two components, etc. Those skilled in the art can understand the specific meaning of the above terms in this specification according to the specific circumstances.

[0038] Figure 1 This is a connection block diagram of a multi-source combined cycle power system according to some embodiments.

[0039] This specification presents an embodiment of a multi-source combined cycle power system. For example... Figure 1 As shown, the multi-source combined cycle power system includes: a compressor module 110, a wave rotor combustion unit 5, a turbine module 120, a pre-combustion chamber 6, and an SOFC power generation unit 17.

[0040] The wave rotor combustion unit 5 is an unsteady pneumatic device, formed as a rotor structure with multiple axial channels. It adopts external combustion heating and achieves gas compression and expansion by generating pressure wave systems through dynamic flow channels formed with the stator housing. The wave rotor combustion unit 5 constructs quasi-isochoric combustion conditions by generating strong pressure wave systems, thereby improving combustion efficiency and specific impulse performance. It can also serve as a flow regulation device for multi-source gas composite paths.

[0041] The air inlet of the wave rotor combustion unit 5 is used to receive compressed air, and at least a portion of the compressed air received by the wave rotor combustion unit 5 is provided by the compressor module 110. The gas outlet of the wave rotor combustion unit 5 is used to output gas to the turbine module 120 to cause the turbine module 120 to do work and realize energy conversion.

[0042] The anode inlet of the SOFC (Solid Oxide Fuel Cell) power generation unit 17 is connected to the fuel supply path. The cathode inlet of the SOFC power generation unit 17 is used to receive compressed air, which is provided by the compressor module 110. The anode outlet of the SOFC power generation unit 17 is connected to the gas inlet of the pre-combustion chamber 6, and unreacted fuel in the SOFC power generation unit 17 is discharged to the pre-combustion chamber 6 for utilization. The cathode outlet of the SOFC power generation unit 17 is connected to the air inlet of the wave rotor combustion unit 5, and the high-temperature exhaust gas from the cathode of the SOFC power generation unit 17 serves as a heat supplement for the wave rotor combustion unit 5.

[0043] The pre-combustion chamber 6 is configured to provide a pre-combustion space. Fuel is supplied to the pre-combustion chamber 6, and the air outlet of the wave rotor combustion unit 5 is connected to the air inlet of the pre-combustion chamber 6, supplying air discharged from the wave rotor combustion unit 5 to the pre-combustion chamber 6. Fuel and unused fuel from the anode of the SOFC power generation unit 17 are mixed and burned within the pre-combustion chamber 6. The gas outlet of the pre-combustion chamber 6 is connected to the gas inlet of the wave rotor combustion unit 5, and the gas heated by combustion within the pre-combustion chamber 6 is introduced into the wave rotor combustion unit 5. The unused fuel from the anode of the SOFC power generation unit 17 serves as fuel supplementation for the wave rotor combustion unit 5, thereby improving the overall energy efficiency of the system.

[0044] The gas turbine main propulsion system, as the core propulsion and thermal device of this invention, has the following functions and effects: It employs a wave rotor combustion unit 5 to achieve a quasi-isochoric combustion process, significantly reducing fuel consumption during combustion and providing a pressurization effect. It also utilizes the high-temperature exhaust gas and unused fuel from the SOFC power generation unit 17, thereby significantly improving the thermal efficiency of the gas turbine. Combined with multi-stage compressors and turbines, it provides a high-pressure gas source for the wave rotor combustion unit 5 and the SOFC power generation unit 17 through orderly airflow energy conversion. The main thruster 1 achieves efficient propulsion power output and provides pressurized airflow to the cooling duct 10 as a supercritical C Partial cold source in closed-loop system; simultaneously, the cooling requirements of hot-end components and the exhaust gas from the core unit are supercritical C. A closed-loop system provides the heat source.

[0045] The embodiments in this specification utilize the wave rotor combustion unit 5 to achieve quasi-isochoric combustion, thereby improving the thermal efficiency and fuel utilization of the multi-source combined cycle power system. At the same time, combined with the SOFC power generation unit 17, it ensures efficient and stable power output.

[0046] Figure 2 This is a connection block diagram of a multi-source combined cycle power system according to some other embodiments.

[0047] In some embodiments, such as Figure 2 As shown, the fuel supply to the pre-combustion chamber 6 includes a fuel tank 12 and a fuel pump 13. Fuel from the fuel tank 12 enters the pre-combustion chamber 6 via the fuel pump 13. The multi-source combined cycle power system uses fuel (e.g., kerosene and / or hydrogen fuel) as the primary fuel. For example, the multi-source combined cycle power system can use kerosene as the primary fuel. Kerosene has high energy density, stable combustion, and mature applications in the aviation field, making it suitable for meeting the power system's requirements for high thrust and reliability. Alternatively, to improve environmental performance, the multi-source combined cycle power system can use a mixture of kerosene and hydrogen fuel as the primary fuel, further reducing carbon emissions and meeting the future trend of clean aviation power development.

[0048] In some embodiments, such as Figure 2 As shown, the fuel supply path of the SOFC power generation unit 17 includes a third heat exchanger 16 and a fuel source. The fuel source is connected to the cold end inlet of the third heat exchanger 16, and the cold end outlet of the third heat exchanger 16 is connected to the anode inlet of the SOFC power generation unit 17. The fuel supplied to the SOFC power generation unit 17 serves as the heat source for the third heat exchanger 16. In some embodiments, the fuel source includes a liquid hydrogen tank 14 and a liquid hydrogen valve 15, with the outlet of the liquid hydrogen tank 14 connected to the cold end inlet of the third heat exchanger 16 via the liquid hydrogen valve 15.

[0049] The fuel supply path provides clean fuel to the SOFC power generation unit 17 and also provides some cooling to the closed-cycle recovery module described below. The SOFC power generation unit 17 conducts electrochemical reactions at medium to high temperatures. Although its slow start-up is a disadvantage, it has many advantages such as low emissions, high energy density, and thermal efficiency not limited by the Carnot cycle after stable operation. Its energy conversion efficiency is higher than that of traditional Brayton cycle gas turbines, making it particularly suitable for meeting the stable system electrical power demand of aero engines during the cruise phase, and can significantly reduce combined cycle energy consumption.

[0050] In some embodiments, such as Figure 2 As shown, the multi-source combined cycle power system includes a circulation recovery module, which includes a second heat exchanger 11 and a working fluid source. The hot end inlet of the second heat exchanger 11 is connected to the working fluid source, and the hot end outlet of the second heat exchanger 11 is connected to the hot end inlet of the third heat exchanger 16. The second heat exchanger 11 includes a cold end channel, through which an external gas flow provides a heat exchange cold source for the second heat exchanger 11. The working fluid gas (e.g., supercritical C) passing through the hot end of the second heat exchanger 11... Heat exchange is performed. The working gas after heat exchange then enters the third heat exchanger 16 to exchange heat with the cryogenic fuel.

[0051] In some embodiments, such as Figure 2 As shown, the recycling module includes a third compressor 22, a third turbine 26, and a generator 27. The third compressor 22, third turbine 26, and generator 27 are mechanically coupled sequentially to achieve a coaxial connection. The hot end outlet of the third heat exchanger 16 is connected to the inlet of the third compressor 22. The third compressor 22 pressurizes the working fluid to a high-pressure, high-temperature state. The high-temperature, high-pressure working fluid drives the third turbine 26 to expand and perform work, while the generator 27 generates electricity. In some embodiments, the working fluid is supercritical C The recycling module utilizes the supercritical state characteristics (high density, high heat capacity) of the working fluid to achieve high power density and efficient energy conversion.

[0052] In some embodiments, such as Figure 2 As shown, a portion of the gas output from the third compressor 22 is used to provide a working fluid source. A portion of the gas output from the third turbine 26 is also used to provide a working fluid source. Specifically, the working fluid source includes a first working fluid valve 18, a working fluid tank 19, a second working fluid valve 20, and a second mixer 21. The outlet of the third compressor 22 is connected to the inlet of the working fluid tank 19 via the first working fluid valve 18. The outlet of the working fluid tank 19 is connected to the first inlet of the second mixer 21 via the second working fluid valve 20. The outlet of the second mixer 21 is connected to the hot end inlet of the second heat exchanger 11. The outlet of the third turbine 26 is connected to the second inlet of the second mixer 21.

[0053] In some embodiments, such as Figure 2 As shown, the recycling module includes a fourth heat exchanger 24.

[0054] A portion of the gas output from the third compressor 22 is supplied to the cold-end inlet of the fourth heat exchanger 24. Specifically, the outlet of the third compressor 22 is connected to the inlet of the distributor 23, the first outlet of the distributor 23 is connected to the inlet of the working fluid tank 19 via the first working fluid valve 18, and the second outlet of the distributor 23 is connected to the cold-end inlet of the fourth heat exchanger 24. The outlet of the third turbine 26 is connected to the hot-end inlet of the fourth heat exchanger 24, and the hot-end outlet of the fourth heat exchanger 24 is connected to the second inlet of the second mixer 21. The gas input to the third compressor 22 has undergone multiple heat exchanges and cooling processes by the second heat exchanger 11 and the third heat exchanger 16. The gas discharged from the third compressor 22 serves as the cold source for the fourth heat exchanger 24, cooling the high-temperature gas discharged from the third turbine 26. The gas output from the third compressor 22 and the third turbine 26 is then fed back to the third compressor 22 and the third turbine 26 via the second heat exchanger 11 and the third heat exchanger 16. The working gas circulates in the closed loop of the recycling module to achieve heat recovery and power generation.

[0055] In some embodiments, such as Figure 2 As shown, the recycling module includes a first heat exchanger 9 and a hot-end heat exchanger 25. The cold-end outlet of the fourth heat exchanger 24 is connected to the cold-end inlet of the first heat exchanger 9. The gas discharged from the turbine module 120 is used to provide a heat source for the first heat exchanger 9. The first heat exchanger 9 cools the gas output from the turbine module 120 before discharging it.

[0056] The cold end outlet of the first heat exchanger 9 is connected to the working fluid inlet of the hot end heat exchanger 25, and the working fluid outlet of the hot end heat exchanger 25 is connected to the inlet of the third turbine 26. The hot end heat exchanger 25 is not a single external heat exchanger assembly, but rather an embedded cooling channel arranged inside the high-temperature components of the gas turbine. In some embodiments, the hot end heat exchanger 25 is an embedded cooling channel located within the pre-combustion chamber 6. The working fluid gas discharged from the third compressor 22 and passing through the fourth heat exchanger 24 and the first heat exchanger 9 can absorb structural heat from the pre-combustion chamber 6, effectively cooling the walls, guide vanes, and other hot-end components of the pre-combustion chamber 6. The high-temperature gas output from the hot end heat exchanger 25 enters the third turbine 26, where it is heated and expands to perform work. The output end of the hot end heat exchanger 25 serves as one of the heat energy input ends of the closed-loop cycle of the waste heat recovery module, improving the overall waste heat recovery cycle efficiency.

[0057] This specification's embodiments utilize a closed-loop structure constructed through a recycling module to achieve efficient energy transfer and conversion. By deeply recovering waste heat from the hot end of the gas turbine and its exhaust gas, the third turbine 26 is driven to perform work and generate electricity. This not only recovers the previously wasted heat energy but also significantly improves the overall energy utilization rate and power density of the system. To ensure the pressure stability and flow regulation capability of the working fluid in the closed-loop recycling module, a working fluid tank 19, a first working fluid valve 18, and a second working fluid valve 20 are provided as buffer and regulation devices for flow reduction and replenishment. The electrical energy generated by the closed-loop working fluid gas circulation serves as a stable and controllable auxiliary energy source, meeting part of the power requirements of the aero-engine for electric propulsion, electronic control, and other key subsystems during flight, thereby improving the overall performance and range of the aircraft.

[0058] This specification also provides an aero-engine, including the multi-source combined cycle power system described in the above embodiments. The aero-engine includes a main thruster 1 and a main thrust motor 30. The main thruster 1, compressor module 110, wave rotor combustion unit 5, turbine module 120, and main thrust motor 30 are arranged sequentially along the axial direction.

[0059] The air compressor module 110 includes a first compressor 2 and a second compressor 3. The first compressor 2 is configured to provide a portion of the compressed air to the wave rotor combustion unit 5, and the first compressor 2 and the second compressor 3 are configured to provide a portion of the compressed air to the SOFC power generation unit 17.

[0060] During operation, the main thruster 1 of the aero-engine inhales a large amount of gas and has multiple airflow outlets. The first outlet of the main thruster 1 generates the main propulsion power. The second outlet of the main thruster 1 is connected to the inlet of the cooling duct 10. The second heat exchanger 11 is installed in the cooling duct 10. The airflow discharged from the second outlet of the main thruster 1 enters the cooling duct 10 and passes through the cold end channel of the second heat exchanger 11, serving as the heat exchange cold source of the second heat exchanger 11. It is discharged from the outlet of the cooling duct 10 to generate additional thrust. The third outlet is connected to the inlet of the first compressor 2.

[0061] The first outlet of the first compressor 2 is connected to the inlet of the second compressor 3, and the second outlet of the first compressor 2 supplies a portion of the compressed air to the wave rotor combustion unit 5. Specifically, the second outlet of the first compressor 2 is connected to the first inlet of the first mixer 4, the cathode outlet of the SOFC power generation unit 17 is connected to the second inlet of the first mixer 4, and the outlet of the first mixer 4 is connected to the air inlet of the wave rotor combustion unit 5. The first compressor 2 provides the main air to the wave rotor combustion unit 5, and the high-temperature exhaust gas from the cathode of the SOFC power generation unit 17 serves as a heat supplement for the wave rotor combustion unit 5. The outlet of the second compressor 3 is connected to the cathode inlet of the SOFC power generation unit 17, and the cathode inlet of the SOFC power generation unit 17 receives compressed air from the first compressor 2 and the second compressor 3.

[0062] The turbine module 120 includes a first turbine 7 and a second turbine 8. Gas is transferred from the first turbine 7 to the second turbine 8, where the high-temperature gas expands and performs work. Specifically, the gas outlet of the wave rotor combustion unit 5 is connected to the inlet of the first turbine 7, the outlet of the first turbine 7 is connected to the inlet of the second turbine 8, and the outlet of the second turbine 8 is connected to the hot end inlet of the first heat exchanger 9. The gas exiting the hot end of the first heat exchanger 9 is discharged to the atmosphere through the engine nozzle, generating internal thrust. The gas exiting the outlet of the second turbine 8 is cooled by the first heat exchanger 9 and then discharged through the engine nozzle, which helps protect the engine nozzle.

[0063] The main propulsion motor 30, the main thruster 1, the first compressor 2, and the second turbine 8 are mechanically coupled to achieve a coaxial connection. The second compressor 3 and the first turbine 7 are mechanically coupled to achieve a coaxial connection.

[0064] In some embodiments, such as Figure 2 As shown, the aero-engine includes an electrical management unit 28, the input side of which is connected to an SOFC power generation unit 17 and a generator 27. The electrical management unit 28 is configured to dynamically distribute electrical energy to the main propulsion motor 30. In some embodiments, such as... Figure 2 As shown, the aero-engine includes several auxiliary propulsion motors 31. In power generation mode, the auxiliary propulsion motors 31 feed electrical energy back to the power management unit 28, which is configured to dynamically distribute electrical energy to the auxiliary propulsion motors 31. Each auxiliary propulsion motor 31 is mechanically coupled to a corresponding auxiliary thruster 32. In power generation mode, the auxiliary thruster 32 drives the auxiliary propulsion motors 31 to generate electrical energy, which is then fed back to the power management unit 28. In electric drive mode, the auxiliary propulsion motors 31 drive the auxiliary thrusters 32 to generate thrust.

[0065] In some embodiments, such as Figure 2As shown, the aero-engine includes an energy storage unit 29 (e.g., a lithium battery pack) for releasing or storing electrical energy. The energy storage unit 29 is electrically connected to an energy management unit 28 and is configured to output electrical energy to or extract electrical energy from the energy management unit 28.

[0066] The power management unit 28 is the power distribution center and control hub of the engine. It receives the power requirements of loads such as the main propulsion motor 30, auxiliary propulsion motor 31, and energy storage unit 29, as well as the discharge power of power sources such as SOFC power generation unit 17, energy storage unit 29, and auxiliary propulsion motor 31 in power generation mode. Based on a specific priority judgment logic, it realizes the dynamic allocation of power among multiple power sources and multiple loads.

[0067] This specification also provides an aircraft, including the aero-engine described in the above embodiments. An electrical management unit 28 provides the necessary power to the aircraft's onboard electronic and electrical equipment 33. The electrical management unit 28 can intelligently switch power paths according to the aircraft's flight status, realizing autonomous power regulation, thermoelectric balance control, and energy redundancy backup functions. It also provides power assurance for special operating conditions such as taxiing, ground self-checks, and maintenance, and can achieve kinetic energy recovery during descent, significantly improving the overall energy efficiency and power response flexibility of the aircraft, and ensuring operational safety.

[0068] Taking the typical operating conditions of an aero-engine as an example:

[0069] During takeoff and climb, the multi-source combined cycle propulsion system operates at high power to provide the main driving power and ensure the high thrust-to-weight ratio requirement of the corresponding phase. At the same time, the power management unit 28 coordinates the use of the energy storage unit 29 and the generator 27 supported by the recycling module to output auxiliary power to drive the main propulsion motor 30 and the auxiliary propulsion motor 31 to provide additional driving power, and meet the high load requirements through hybrid propulsion. During this phase, the SOFC power generation unit 17 is in the start-up and heating process, gradually reaching a stable operating state, and can provide reliable power support for the subsequent cruise phase.

[0070] Upon entering the cruise phase, the SOFC power generation unit 17 and the generator 27 supported by the recycling module operate to generate electricity, providing a continuous and efficient power input to the power management unit 28. The power management unit 28 allocates power according to flight and load power requirements through a specific priority system, providing power reserves to the energy storage unit 29 while meeting power demands, and providing a power buffer for future operational mode switching. The main thruster 1 is driven collaboratively by the second turbine 8 and the main propulsion motor 30, while the auxiliary propulsion motor 31 drives the auxiliary thruster 32 to further improve propulsion efficiency.

[0071] During the descent phase, the multi-cycle propulsion system operates at low power to provide basic propulsion power and maintain stability of the hot-end system. The SOFC power generation unit 17 gradually reduces its load to avoid power redundancy and thermal shock caused by drastic changes in operating conditions. At this time, the auxiliary thruster 32 can reverse-drive the auxiliary propulsion motor 31 under the action of airflow to realize kinetic energy recovery and power generation. Simultaneously, the cycle recovery module continues to extract waste heat from the exhaust gas to drive power generation, and the auxiliary power management unit 28 meets the power requirements of the onboard electronic power equipment 33 and charges the energy storage unit 29. During this phase, the various subsystems work together to realize energy recovery, temperature management, and power storage, providing sufficient guarantee for subsequent taxiing, restarting, and other operating conditions. The power management unit 28 integrates intelligent energy dispatch and electric drive systems, enhancing the multi-cycle propulsion system's adaptability to multiple operating conditions and power response speed, and realizing flexible power allocation and dynamic management.

[0072] Existing traditional aero-engine systems mainly rely on a single fossil fuel Brayton cycle propulsion path. When faced with changes in flight conditions (such as taxiing, takeoff, climb, cruise, etc.), they suffer from problems such as low energy utilization, large losses in propulsion, cooling, and waste heat, inflexible power response, and a lack of energy recovery methods.

[0073] In summary, this specification proposes a multi-source combined cycle propulsion system integrating SOFC and wave rotor composite reactive structures. It constructs a composite propulsion path integrating thermal, mechanical, and electrical energy output capabilities, supplemented by energy scheduling and management methods. This achieves deep cascaded energy utilization, cross-system dynamic allocation, and unified coordination of multi-mode drive, reducing the overall energy consumption of the propulsion system during full-condition operation, improving energy conversion efficiency and overall system efficiency, addressing propulsion tasks under complex flight conditions and low-carbon emission requirements, possessing good engineering adaptability and integrated scalability, and meeting the dynamic requirements for propulsion power and system energy allocation under different flight conditions, thus demonstrating high engineering practical value. It solves energy scheduling and management problems in multi-source coupled systems, such as low fuel utilization, electrical redundancy, poor power dynamic response, and insufficient coordination between electric drive and main propulsion.

[0074] The basic concepts have been described above. It is clear that the detailed disclosure above is merely illustrative and does not constitute a limitation of this specification, especially for those skilled in the art. Furthermore, unless expressly stated in the claims, the order of elements and sequences, the use of numbers and letters, or other names in this specification are not intended to limit the order of the processes and methods described herein. Although various examples of currently considered useful embodiments of the invention have been discussed in the foregoing disclosure, it should be understood that such details are for illustrative purposes only, and the appended claims are not limited to the disclosed embodiments. Rather, the claims are intended to cover all modifications and equivalent combinations that conform to the substance and scope of the embodiments described herein.

Claims

1. A multi-source combined cycle power system, characterized in that, The multi-source combined cycle power system includes: A wave rotor combustion unit, wherein the air inlet of the wave rotor combustion unit is used to receive compressed air, and the gas outlet of the wave rotor combustion unit is used to output gas to the turbine module; A pre-combustion chamber is configured to provide a pre-combustion space, the pre-combustion chamber is supplied with fuel, the air outlet of the wave rotor combustion unit is connected to the air inlet of the pre-combustion chamber, and the gas outlet of the pre-combustion chamber is connected to the gas inlet of the wave rotor combustion unit. The SOFC power generation unit has an anode inlet connected to the fuel supply path, a cathode inlet for receiving compressed air, an anode outlet connected to the gas inlet of the pre-combustion chamber, and a cathode outlet connected to the air inlet of the wave rotor combustion unit. The compressed air received by the wave rotor combustion unit and the compressed air received by the SOFC power generation unit are provided by the air compressor module.

2. The multi-source combined cycle power system according to claim 1, characterized in that, The fuel supply path includes a third heat exchanger and a fuel source. The fuel source is connected to the cold end inlet of the third heat exchanger, and the cold end outlet of the third heat exchanger is connected to the anode inlet of the SOFC power generation unit.

3. The multi-source combined cycle power system according to claim 2, characterized in that, The multi-source combined cycle power system includes a circulation recovery module, which includes a second heat exchanger and a working fluid source; The hot end inlet of the second heat exchanger is connected to the working fluid source, and the hot end outlet of the second heat exchanger is connected to the hot end inlet of the third heat exchanger. The second heat exchanger includes a cold end channel, through which external airflow passes to provide a heat source for the second heat exchanger.

4. The multi-source combined cycle power system according to claim 3, characterized in that, The recycling module includes a third compressor, a third turbine, and a generator, which are coaxially connected in sequence. The hot end outlet of the third heat exchanger is connected to the inlet of the third compressor.

5. The multi-source combined cycle power system according to claim 4, characterized in that, A portion of the gas output from the third compressor is used to provide the working fluid source. A portion of the gas output from the third turbine is used to supply the working fluid source.

6. The multi-source combined cycle power system according to claim 5, characterized in that, The recycling module includes a fourth heat exchanger; A portion of the gas output from the third compressor is supplied to the cold end channel of the fourth heat exchanger, and a portion of the gas output from the third turbine is supplied to the working fluid source after passing through the hot end channel of the fourth heat exchanger.

7. The multi-source combined cycle power system according to claim 6, characterized in that, The recycling module includes a first heat exchanger and a hot-end heat exchanger; The cold end outlet of the fourth heat exchanger is connected to the cold end inlet of the first heat exchanger, and at least part of the gas discharged from the turbine module is used to provide a heat source for the first heat exchanger. The cold end outlet of the first heat exchanger is connected to the working fluid inlet of the hot end heat exchanger, and the working fluid outlet of the hot end heat exchanger is connected to the inlet of the third turbine. The hot end heat exchanger is disposed in the pre-combustion chamber and is used to absorb the structural heat of the pre-combustion chamber.

8. An aircraft engine, characterized in that, The aero-engine includes the multi-source combined cycle power system according to any one of claims 1 to 7, wherein the aero-engine includes a main propulsion motor and a main thruster, and the main thruster, the compressor module, the wave rotor combustion unit, the turbine module and the main propulsion motor are arranged sequentially along the axial direction; The air compressor module includes a first compressor and a second compressor. The first compressor is configured to provide a portion of the compressed air to the wave rotor combustion unit, and the first compressor and the second compressor are configured to provide a portion of the compressed air to the SOFC power generation unit. The turbine module includes a first turbine and a second turbine. The gas is transferred from the first turbine to the second turbine. The main thruster, the first compressor, the second turbine, and the main propulsion motor are coaxially connected. The second compressor is coaxially connected to the first turbine.

9. The aero-engine according to claim 8, characterized in that, The aero-engine includes an electrical management unit and an auxiliary propulsion motor. The input side of the electrical management unit is connected to the SOFC power generation unit and the generator. The electrical management unit is configured to dynamically distribute electrical energy to the main propulsion motor and the auxiliary propulsion motor.

10. The aero-engine according to claim 9, characterized in that, The auxiliary propulsion motor is configured to feed electrical energy back to the power management unit in power generation mode; The aero-engine includes an energy storage unit that is electrically connected to the power management unit and is configured to output electrical energy to or extract electrical energy from the power management unit.

Images