Heat protection and power generation integrated system and method based on semi-open rankine cycle

Abstract

The application relates to the technical field of hypersonic aircrafts, and particularly discloses a heat protection and power generation integrated system and method based on a semi-open Rankine cycle, which comprises a water storage tank, a hydrogen storage tank, an electrolytic cell, a steam turbine, a heat exchanger, a hydrogen turbine and a combustion chamber. The system uses liquid water to absorb heat at the leading edge of the aircraft, vaporizes into water vapor to drive the steam turbine to generate power, realizes active heat protection and waste heat conversion; the water vapor after work exchanges heat with liquid hydrogen in the heat exchanger to condense, preheats the fuel while completing the Rankine cycle; the vaporized hydrogen drives the hydrogen turbine to generate power again, improving the power generation efficiency; the condensed water can be introduced into the electrolytic cell to be electrolyzed into hydrogen and oxygen, and the generated hydrogen directly supplements the fuel. The system realizes efficient heat protection, continuous power generation, in-situ production and supplement of fuel through structure coupling, and effectively reduces the mass of the homeward journey system by converting water into fuel in the middle and later stages of flight, thereby improving the endurance and high-altitude performance of the aircraft.

Description

Technical Field

[0001] This invention relates to the field of hypersonic aircraft technology, and in particular to an integrated system and method for thermal protection and power generation based on a semi-open Rankine cycle. Background Technology

[0002] Hypersonic vehicles (flying at Mach ≥ 5) experience continuous and intense friction with the incoming airflow during atmospheric flight, generating significant aerodynamic heat. This causes a rapid rise in temperature on the outer surface of the fuselage, particularly the leading edge, posing a serious threat to flight safety. Furthermore, the scramjet engines used in these vehicles not only bear aerodynamic heat loads during operation but also must cope with the heat generated by the continuous combustion of fuel. As the Mach number increases, the temperature in localized areas of the vehicle is expected to reach over 3000°C, far exceeding the heat resistance limits of existing materials. Therefore, improving the thermal protection capabilities of the vehicle's leading edge and engine has become a key factor in further increasing the flight speed of hypersonic vehicles.

[0003] To meet the power demands of aircraft during flight, various power generation technologies have been integrated into thermal management systems. For example, existing patent document CN115539216A, entitled "An Integrated Thermal Management System for Hypersonic Vehicles," proposes an integrated thermal management scheme based on the Brayton cycle, which integrates power generation and thermal protection functions. This scheme utilizes fuel as a cooling medium and drives a turbine to generate electricity after heat exchange. This type of integrated system based on thermodynamic cycles represents an important technological direction in this field.

[0004] However, such existing integrated thermal management systems still have the following shortcomings: 1. Brayton cycle-based systems typically require components such as compressors, leading to system complexity and increased overall weight; 2. The mass of the circulating working fluid in the system remains constant throughout the entire flight from takeoff to landing, and the extra working fluid weight during return will result in additional fuel consumption; 3. Fuel cannot be replenished in situ during flight, forcing the aircraft to carry all fuel at takeoff, which significantly increases the initial structural weight and the difficulty of fuel storage management, especially for low-density fuels such as liquid hydrogen.

[0005] Therefore, there is an urgent need to develop a lightweight thermal management system that can dynamically adjust the working fluid during flight, achieve fuel replenishment, and also has efficient thermal protection and power generation functions, in order to overcome the shortcomings of existing technologies. Summary of the Invention

[0006] To address the problems existing in the prior art, this invention provides an integrated thermal protection and power generation system and method based on a semi-open Rankine cycle. By coupling water evaporation cooling, cogeneration of hydrogen and electricity, and a semi-open Rankine cycle, it achieves integrated active thermal protection, efficient power generation, and in-situ fuel production. While effectively managing the extreme thermal loads of hypersonic vehicles, it significantly reduces system weight, improves endurance, and extends the flight envelope and high-altitude performance of the vehicle.

[0007] As a first aspect of the present invention, the present invention provides an integrated thermal protection and power generation system based on a semi-open Rankine cycle, comprising a water tank, a hydrogen storage tank, an electrolyzer, a steam turbine, a heat exchanger, a hydrogen turbine, and a combustion chamber; the working fluid inlet of the steam turbine is connected to the leading edge heat dissipation channel of the aircraft's leading edge, and the working fluid outlet is connected to the first channel of the heat exchanger; the outlet of the first channel of the heat exchanger is selectively connected to either the water tank or the electrolyzer; the outlet of the hydrogen storage tank is connected to the inlet of the second channel of the heat exchanger; the outlet of the second channel of the heat exchanger is connected to the inlet of a microchannel on the engine wall, and the outlet of the microchannel on the engine wall is connected to the hydrogen vortex. The working fluid inlet of the turbine is connected; the working fluid outlet of the hydrogen turbine is connected to a three-way valve in the engine compartment, and the other two ports of the three-way valve are connected to the engine wall microchannel two and the aircraft compartment, respectively; liquid water absorbs heat and vaporizes into water vapor in the leading edge heat dissipation channel and drives the steam turbine to do work. The water vapor after doing work exchanges heat with liquid hydrogen from the hydrogen storage tank in the heat exchanger and condenses; after absorbing heat and vaporizing, the liquid hydrogen continues to absorb heat in the engine wall microchannel one, and after absorbing heat, it drives the hydrogen turbine to do work and enters the three-way valve; the liquid water cooled by the heat exchanger either re-enters the water storage tank or is introduced into the electrolyzer to be electrolyzed into hydrogen and oxygen, and the generated hydrogen is used to replenish fuel.

[0008] Optionally, the integrated thermal protection and power generation system based on a semi-open Rankine cycle further includes a generator, which is driven and connected to the steam turbine and the hydrogen turbine.

[0009] Optionally, the leading edge heat dissipation channel includes a first-layer channel disposed inside the leading edge of the aircraft for containing liquid water, and a second-layer channel for collecting the generated water vapor, wherein a permeable porous medium is provided between the first-layer channel and the second-layer channel.

[0010] Optionally, the integrated thermal protection and power generation system based on a semi-open Rankine cycle further includes an engine wall microchannel one disposed in the high-temperature region of the engine wall; the second channel outlet of the heat exchanger is connected to the inlet of the engine wall microchannel one, and the outlet of the engine wall microchannel one is connected to the working fluid inlet of the hydrogen turbine.

[0011] Optionally, the integrated thermal protection and power generation system based on the semi-open Rankine cycle further includes an engine wall microchannel two disposed in the high-temperature region of the engine wall, the working fluid outlet of the hydrogen turbine is connected to the inlet of the engine wall microchannel two via a pump three, and the outlet of the engine wall microchannel two is connected to the combustion chamber.

[0012] Furthermore, the surfaces of the engine wall microchannel one and / or the engine wall microchannel two are provided with enhanced heat exchange structures to improve heat absorption efficiency.

[0013] Furthermore, the enhanced heat exchange structure on the surface of the engine wall microchannel one and / or engine wall microchannel two is a composite fin structure, specifically a louvered fin or a corrugated fin made of aluminum alloy or copper alloy.

[0014] Optionally, the integrated thermal protection and power generation system based on a semi-open Rankine cycle further includes a pump, the inlet of which is connected to the water storage tank and the outlet of which is connected to the inlet of the leading edge heat dissipation channel.

[0015] Optionally, the integrated thermal protection and power generation system based on a semi-open Rankine cycle further includes a second pump, the inlet of which is connected to the outlet of the hydrogen storage tank, and the outlet is connected to the inlet of the second channel of the heat exchanger.

[0016] Optionally, the oxygen outlet of the electrolyzer is connected to the interior of the combustion chamber via a pipeline; the hydrogen outlet of the electrolyzer is connected to the fuel supply pipeline downstream of the hydrogen storage tank via a pipeline.

[0017] As a second aspect of the present invention, the present invention provides a method for integrating thermal protection and power generation, according to the integrated thermal protection and power generation system based on a semi-open Rankine cycle described in the first aspect above, the method comprising the following modes: First mode: In the initial stage of flight, liquid water is pumped into the leading edge heat dissipation channel and evaporated into water vapor using aerodynamic heat. The water vapor drives the steam turbine to do work. After doing work, the water vapor exchanges heat with liquid hydrogen from the hydrogen storage tank in the heat exchanger and is condensed. The condensate is returned to the water storage tank. After absorbing heat and vaporizing, the liquid hydrogen drives the hydrogen turbine to do work. The hydrogen after doing work enters the three-way valve and finally enters the combustion chamber. Second mode: During high-speed cruising and return trips, the water cooled by the heat exchanger is introduced into an electrolytic cell to be electrolyzed into hydrogen and oxygen; the generated hydrogen is then used to replenish the fuel supply system.

[0018] Furthermore, in the second mode, the oxygen generated by electrolysis is also introduced into the combustion chamber.

[0019] Compared with the prior art, the present invention discloses at least the following beneficial effects: The present invention provides an integrated thermal protection and power generation system based on a semi-open Rankine cycle. This system connects a water tank, hydrogen storage tank, electrolyzer, steam turbine, heat exchanger, hydrogen turbine, and combustion chamber in a specific manner, constructing a synergistic cycle that couples water evaporation cooling, turbine power generation, and in-situ fuel regeneration. The system directly utilizes the aerodynamic heat of the aircraft's leading edge to evaporate liquid water into steam, driving the steam turbine to generate electricity. This achieves active protection against extreme thermal loads and converts waste heat into electrical energy. The steam, after performing work, exchanges heat with liquid hydrogen from the hydrogen storage tank in the heat exchanger. While completing the Rankine cycle condensation process, the residual heat is used to heat and vaporize the liquid hydrogen. The preheated hydrogen absorbs heat from the microchannels on the engine wall to maintain superheat, subsequently driving the hydrogen turbine to generate electricity again, thus significantly improving the system's overall energy utilization efficiency and power generation capacity. The water obtained after heat exchange and condensation is then introduced into the electrolyzer for electrolysis into hydrogen and oxygen. The generated hydrogen directly replenishes the fuel supply pipeline, achieving in-situ fuel production and replenishment during flight. This series of collaborative working processes based on component connections enables the system to simultaneously and efficiently complete three major functions—active thermal protection, continuous power generation, and dynamic fuel replenishment—under hypersonic flight conditions. This fundamentally reduces the aircraft's dependence on initial fuel load and traditional heavy thermal management components, effectively improving the aircraft's endurance, flight envelope, and high-altitude performance. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the structural connection of the integrated thermal protection and power generation system provided by the present invention; Figure 2 A flowchart illustrating the integrated thermal protection and power generation method provided by this invention; Reference numerals: 1. Water tank; 2. Pump 1; 3. Steam turbine; 4. Heat exchanger; 5. Hydrogen turbine; 6. Pump 2; 7. Pump 3; 8. Generator; 9. Hydrogen storage tank; 10. Electrolyzer; 11. Leading edge heat dissipation channel; 111. First-layer channel; 112. Second-layer channel; 113. Permeable porous medium; 12. Aircraft cabin; 13. Combustion chamber; 14. Engine wall microchannel 1; 15. Engine wall microchannel 2. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] Reference Figure 1 As shown, this embodiment of the invention provides an integrated thermal protection and power generation system based on a semi-open Rankine cycle, including a water tank 1, a first pump 2, a steam turbine 3, a heat exchanger 4, a hydrogen turbine 5, a second pump 6, a third pump 7, a generator 8, a hydrogen storage tank 9, an electrolyzer 10, a leading edge heat dissipation channel 11 located at the leading edge of the aircraft, and engine wall microchannels 14 and 15 located on the engine wall. The leading edge heat dissipation channel 11 further includes a first-layer channel 111, a second-layer channel 112, and a permeable porous medium 113 disposed between the two.

[0025] In this embodiment, pump 2 is connected to water tank 1 and is used to pump liquid water into the first-layer channel 111 of the leading-edge heat dissipation channel 11. The liquid water absorbs aerodynamic heat from the leading edge of the aircraft and evaporates in the first-layer channel 111, forming water vapor. The water vapor permeates through the permeable porous medium 113 to the second-layer channel 112, and is then transported to the steam turbine 3 via pipeline. The steam turbine 3 contacts the water vapor and drives it to perform work, thereby driving the generator 8 to generate electricity. The water vapor after performing work enters the heat exchanger 4, where it exchanges heat with liquid hydrogen from the hydrogen storage tank 9. After being cooled, the water vapor returns to the water tank 1, completing a closed Rankine cycle. The liquid hydrogen absorbs heat in the heat exchanger 4 and then enters the engine wall microchannel 14 on the engine wall to continue absorbing heat and vaporizing. It then enters the hydrogen turbine 5 to perform work, driving the generator 8 to generate electricity. After the hydrogen has done its work, it is divided into two paths: one part enters the engine wall microchannel 2 15 for secondary cooling and then enters the combustion chamber 13; the other part enters the aircraft cabin 12 to cool the electronic equipment and is then pumped by pump 3 7 into the engine wall microchannel 2 15 to merge with the aforementioned hydrogen.

[0026] During high-speed cruising, water vapor is cooled in heat exchanger 4 and then enters electrolyzer 10. Electrolyzer 10 electrolyzes the water vapor into hydrogen and oxygen. Hydrogen is piped into the liquid hydrogen delivery pipeline before pump 6 to replenish fuel, and then pumped by pump 7 into the engine wall microchannel 15 on the engine wall to continue absorbing heat, finally entering combustion chamber 13. Oxygen enters combustion chamber 13 from the oxygen outlet of electrolyzer 10.

[0027] During the return journey, the system operates in the same manner as during high-speed cruise, continuously consuming liquid water to reduce the total mass of the system upon return.

[0028] In one specific embodiment, the connection relationships of the components are as follows: The inlet of pump 2 is connected to the water storage tank 1 via a pipeline, and its outlet is connected to the inlet of the first channel 111 of the leading edge heat dissipation channel 11 via a pipeline. The outlet of the second channel 112 is connected to the working fluid inlet of the steam turbine 3 via a pipeline. The working fluid outlet of the steam turbine 3 is connected to the first channel inlet of the heat exchanger 4 via a pipeline, and the first channel outlet of the heat exchanger 4 can optionally be connected to the inlet of the water storage tank 1 or the electrolyzer 10 via a pipeline. The outlet of the hydrogen storage tank 9 is connected to the inlet of pump 6 via a pipeline, and the outlet of pump 6 is connected to the second channel inlet of the heat exchanger 4 via a pipeline. The second channel outlet of the heat exchanger 4 is connected to the inlet of the engine wall microchannel 14 on the engine wall via a pipeline. The outlet of the engine wall microchannel 14 is connected to the working fluid inlet of the hydrogen turbine 5 via a pipeline. The working fluid outlet of the hydrogen turbine 5 is divided into two paths via a three-way pipe: the first path connects directly to the inlet of the engine wall microchannel 2 15 on the engine wall; the second path leads to the interior of the aircraft cabin 12 for cooling electronic equipment, and then connects to the inlet of pump 3 7. The outlet of pump 3 7 merges with the inlet of the engine wall microchannel 2 15 on the engine wall via a pipe, allowing the two gas streams from the hydrogen turbine 5 to combine. The outlet of the engine wall microchannel 2 15 is connected to the combustion chamber 13 via a pipe. The electrolyzer 10 has two outlets: a hydrogen outlet connects to the liquid hydrogen delivery pipeline before the inlet of pump 2 6 for hydrogen replenishment; and an oxygen outlet connects to the interior of the combustion chamber 13 via a pipe. The output shafts of both the steam turbine 3 and the hydrogen turbine 5 are connected to the input shaft of the generator 8 to drive it to generate electricity.

[0029] Based on the aforementioned system connections, the engine wall microchannel 14 and engine wall microchannel 2 15 integrated within the engine wall constitute the main cooling structure inside the engine. Engine wall microchannel 14 is located in the high-temperature region of the engine wall and is used to absorb the combustion heat transferred from the combustion chamber 13, causing the flowing liquid hydrogen to vaporize and superheat. Engine wall microchannel 2 15 is located in another region of the engine wall and is used to reheat the hydrogen after it has performed work, improving its temperature and energy quality before injection combustion.

[0030] Based on the above embodiments, the engine wall microchannel 14 and engine wall microchannel 25 are further made of high thermal conductivity metal material and have enhanced heat exchange structure on the surface to improve heat absorption efficiency.

[0031] Furthermore, the surfaces of the engine wall microchannel 14 and / or the engine wall microchannel 2 are provided with enhanced heat exchange structures to improve heat absorption efficiency.

[0032] Furthermore, the enhanced heat transfer structure on the surface of the engine wall microchannel 14 and / or the engine wall microchannel 15 is a composite fin structure, specifically louvered fins and / or corrugated fins made of aluminum alloy or copper alloy. For example, by combining louvered fins and corrugated fins, the louvers can guide the airflow to generate longitudinal vortices, enhancing turbulence; while the corrugations increase the flow channel length and heat transfer area, thereby achieving the best enhanced heat transfer effect. In a specific embodiment, the composite fin structure can be made of aluminum alloy or copper alloy, and manufactured into an integral structure through processes such as extrusion and brazing to ensure structural strength and high thermal conductivity.

[0033] Building upon the above embodiments, the leading-edge heat dissipation channel 11 is a key thermal protection component of the system. Its connection and operation are as follows: aerodynamic heat at the leading edge of the aircraft is transferred to liquid water within the first-layer channel 111, causing it to evaporate. The resulting water vapor, under pressure differential, permeates through the permeable porous medium 113 into the second-layer channel 112. This process achieves gas-liquid separation and steam purification. Subsequently, the water vapor is transported to the steam turbine 3 to perform work.

[0034] Based on the above embodiments, the leading edge heat dissipation channel 11 is further made of high temperature resistant composite material, and its inner first layer channel 111 and second layer channel 112 are separated by a permeable porous medium 113 to form a controllable evaporative cooling structure.

[0035] Building upon the above embodiments, the heat exchanger 4 further serves as the condenser of the Rankine cycle and the preheater for hydrogen fuel, and its connection enables the cascade utilization of energy. Specifically, low-grade water vapor from the steam turbine 3 is cooled and condensed in the first channel by cryogenic liquid hydrogen from the second channel, completing the exothermic process of the Rankine cycle; simultaneously, the liquid hydrogen absorbs the condensation heat of the water vapor in the second channel, achieving preliminary vaporization and preheating.

[0036] Building upon the above embodiments, the working fluid flow path of the system can be switched according to the flight phase, thereby achieving a "semi-open" cycle. During the initial flight phase (e.g., 3-8 Ma), the system controls the valves to allow the condensate from the outlet of the first channel of heat exchanger 4 to flow back to the water storage tank 1, forming a closed Rankine cycle. During high-speed cruise and return phases (e.g., above 8 Ma), the system switches the valves to allow the condensate from the outlet of the first channel of heat exchanger 4 to enter the electrolytic cell 10 for electrolysis.

[0037] Building upon the above embodiments, the integrated connection of the electrolyzer 10 further enables in-situ fuel production. During high-speed cruising, the hydrogen produced by electrolysis is fed into the main fuel supply pipeline before pump 2 6, directly replenishing the system downstream of the hydrogen storage tank 9, thus improving the quality of usable fuel. The generated oxygen is then introduced into the combustion chamber 13.

[0038] Based on the above embodiments, the electrolyzer 10 further employs high-temperature proton exchange membrane electrolysis technology, which can efficiently electrolyze water vapor over a wide temperature range.

[0039] Based on the above embodiments, the connection between pump 3 7, the aircraft cabin 12, and the engine wall microchannel 2 15 further constitutes a cooling and working fluid recovery pathway for the cabin equipment. The cryogenic hydrogen gas diverted from the hydrogen turbine 5 enters the aircraft cabin 12, absorbs the waste heat generated by the electronic equipment, and is then pressurized by pump 3 7 and pumped into the engine wall microchannel 2 15, where it mixes with the portion of hydrogen gas that previously entered the engine wall microchannel 2 15 directly.

[0040] Based on the above embodiments, the generator 8 is further connected to the output shafts of the steam turbine 3 and the hydrogen turbine 5 via a mechanical coupling or gearbox, converting the mechanical energy output by the two turbines into electrical energy to provide a continuous power supply for the aircraft.

[0041] Based on the above embodiments, both the steam turbine 3 and the hydrogen turbine 5 are axial flow turbines, which are coaxially connected to the generator 8 to achieve efficient energy conversion.

[0042] Through the specific component connections described above, the embodiments of the present invention form an organic whole, realizing active protection against leading-edge aerodynamic heat and engine combustion heat, efficient power generation, and online fuel production and replenishment under different flight phases, ultimately achieving the comprehensive technical effect of reducing the system's return weight and improving the aircraft's endurance and high-altitude working capability.

[0043] Reference Figure 2 As shown, this embodiment of the invention also provides an integrated method for thermal protection and power generation. According to the semi-open Rankine cycle-based integrated thermal protection and power generation system described in the above embodiments, the method includes the following steps: Step 1: In the initial stage of flight, liquid water is pumped into the leading edge heat dissipation channel 11 by pump 2, and cooled by aerodynamic heat evaporation. The generated water vapor drives the steam turbine 3 to generate electricity, and returns to the water storage tank 1 after cooling.

[0044] Step Two: During the high-speed cruise phase, the cooled water vapor is transported to electrolyzer 10 for electrolysis into hydrogen and oxygen. The hydrogen replenishes the fuel system and enters the aircraft cabin 12 through a three-way valve for cooling. Finally, it enters the combustion chamber 13 through microchannel 15 on the engine wall for further cooling of the engine wall. The oxygen enters the combustion chamber 13 directly. Step 3: During the return journey, repeat the workflow of the high-speed cruise phase, continuously consuming liquid water to reduce the system's return weight.

[0045] Specifically, during the initial flight phase, pump 2 is activated to pump liquid water from water tank 1 into the first channel 111 of the leading edge heat dissipation channel 11. The aerodynamic heat at the leading edge of the aircraft rapidly heats the liquid water in the channel, causing it to evaporate into water vapor. Under pressure differential, the water vapor permeates through the permeable porous medium 113 into the second channel 112, and then enters the steam turbine 3 through pipelines to expand and do work, driving the generator 8 to generate electricity. The low-temperature, low-pressure water vapor after doing work enters the hot side of the heat exchanger 4, where it exchanges heat with the low-temperature liquid hydrogen from the hydrogen storage tank 9 (flowing through the cold side of the heat exchanger 4). The water vapor is condensed into liquid water and flows back to water tank 1, completing a closed Rankine cycle. At the same time, the liquid hydrogen absorbs heat and vaporizes into low-temperature hydrogen in the heat exchanger 4, enters the engine wall microchannel 14, absorbs heat from the engine wall, and its temperature rises further. After being pressurized by pump 6, it enters the hydrogen turbine 5 to expand and do work, driving the generator 8 to generate electricity again. After performing work, the hydrogen is divided into two parts: one part enters the engine wall microchannel 2 15 for secondary cooling and absorbs more; the other part is injected into the aircraft cabin 12 to convectively cool the electronic equipment. The high-temperature hydrogen after cabin cooling is pumped out by pump 3 7 and merges with the hydrogen from the engine wall microchannel 2 15, and together they are sent into the combustion chamber 13 to participate in combustion.

[0046] During high-speed cruise, as the flight Mach number increases, the heat load further increases, and the system switches to an enhanced operating mode. At this time, the cooled water flowing out from the hot side of heat exchanger 4 is no longer entirely returned to water tank 1, but is partially or entirely introduced into electrolyzer 10. In electrolyzer 10, water is electrolyzed into hydrogen and oxygen. The generated hydrogen is piped into the liquid hydrogen delivery pipeline before pump 6, and mixed with liquid hydrogen from hydrogen storage tank 9, thereby replenishing fuel in situ. The hydrogen is also introduced into the aircraft cabin 12 to purge and cool the cabin environment, and is finally pumped into the engine wall microchannel 15 by pump 7, where it is heated while cooling the wall, and then enters combustion chamber 13. Oxygen enters the combustion chamber directly from the oxygen outlet of electrolyzer 10. The addition of oxygen provides additional combustion aid to combustion chamber 13, which enables the aircraft to maintain efficient combustion and perform high Mach number flight even at high altitudes where the air is thin.

[0047] During the return phase, the system's working fluid flow logic is the same as in the high-speed cruise mode of the second phase. The core strategy is to continuously operate electrolyzer 10, gradually converting the liquid water stored during the initial flight phase into hydrogen and oxygen for utilization. Through this process, most of the initially carried liquid water is consumed before the aircraft lands, significantly reducing the total mass of the system's circulating working fluid, thereby effectively reducing the aircraft's weight upon return and saving fuel consumption.

[0048] Based on the above embodiments, the present invention has the following technical effects: 1. The semi-open Rankine cycle allows the cooling working fluid to effectively cool the leading edge of the aircraft, and gradually decreases during flight, thus improving the aircraft's endurance.

[0049] 2. Liquid water phase change heat transfer enables efficient cooling of the leading edge of the aircraft, while the high thermal conductivity and high heat capacity of hydrogen fuel continuously and fully cool the engine wall, thereby ensuring the safety of hypersonic aircraft at high Mach numbers.

[0050] 3. The addition of electrolytic elements replenishes fuel and combustion aids, reduces fuel carrying pressure, and expands the flight airspace.

[0051] 4. The purging of the cabin with hydrogen gas cools the electronic equipment inside the cabin, improving the thermal management performance of the entire system.

[0052] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0053] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A thermal protection and power generation integrated system based on a semi-open Rankine cycle, characterized in that, The system includes a water tank (1), a hydrogen storage tank (9), an electrolyzer (10), a steam turbine (3), a heat exchanger (4), a hydrogen turbine (5), and a combustion chamber (13). The working fluid inlet of the steam turbine (3) is connected to the leading edge heat dissipation channel (11) of the aircraft's leading edge, and the working fluid outlet is connected to the first channel of the heat exchanger (4). The first channel outlet of the heat exchanger (4) is selectively connected to either the water tank (1) or the electrolyzer (10). The outlet of the hydrogen storage tank (9) is connected to the second channel inlet of the heat exchanger (4). The second channel outlet of the heat exchanger (4) is connected to the inlet of the first microchannel on the engine wall (14), and the outlet of the first microchannel on the engine wall (14) is connected to the working fluid inlet of the hydrogen turbine (5). The working fluid outlet of the hydrogen turbine (5) is connected to a three-way valve in the aircraft cabin (12), and the other two ports of the three-way valve are connected to the second microchannel on the engine wall (15) and the aircraft cabin (12), respectively.

2. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1, characterized in that, It also includes a generator (8), which is drivenly connected to the steam turbine (3) and the hydrogen turbine (5).

3. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1, characterized in that, The leading edge heat dissipation channel (11) includes a first-layer channel (111) disposed inside the leading edge of the aircraft for containing liquid water, and a second-layer channel (112) for collecting the generated water vapor. A permeable porous medium (113) is provided between the first-layer channel (111) and the second-layer channel (112).

4. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1 or 3, characterized in that, It also includes an engine wall microchannel one (14) located in the high-temperature area of ​​the engine wall; the second channel outlet of the heat exchanger (4) is connected to the inlet of the engine wall microchannel one (14), and the outlet of the engine wall microchannel one (14) is connected to the working fluid inlet of the hydrogen turbine (5).

5. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 4, characterized in that, It also includes an engine wall microchannel two (15) set in the high temperature area of ​​the engine wall, the working fluid outlet of the hydrogen turbine (5) is connected to the inlet of the engine wall microchannel two (15) through a pump three (7), and the outlet of the engine wall microchannel two (15) is connected to the combustion chamber (13).

6. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1, characterized in that, It also includes a pump, the inlet of which is connected to the water storage tank (1), and the outlet is connected to the inlet of the front edge heat dissipation channel (11).

7. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1, characterized in that, It also includes a second pump, the inlet of which is connected to the outlet of the hydrogen storage tank (9), and the outlet is connected to the second channel inlet of the heat exchanger (4).

8. The integrated thermal protection and power generation system based on a semi-open Rankine cycle according to claim 1, characterized in that, The oxygen outlet of the electrolyzer (10) is connected to the interior of the combustion chamber (13) via a pipeline; the hydrogen outlet of the electrolyzer (10) is connected to the fuel supply pipeline downstream of the hydrogen storage tank (9) via a pipeline.

9. A method for integrating thermal protection and power generation, comprising a thermal protection and power generation integrated system based on a semi-open Rankine cycle according to any one of claims 1 to 8, characterized in that, Includes the following modes: First mode: In the initial stage of flight, liquid water is pumped into the leading edge heat dissipation channel (11) and evaporated into water vapor by aerodynamic heat. The water vapor drives the steam turbine (3) to do work. After doing work, the water vapor exchanges heat with liquid hydrogen from the hydrogen storage tank (9) in the heat exchanger (4) and is condensed. The condensate is returned to the water storage tank (1). After the liquid hydrogen absorbs heat and vaporizes, it drives the hydrogen turbine (5) to do work. The hydrogen after doing work enters the combustion chamber (13). Second mode: During high-speed cruising and return trip, the water cooled by the heat exchanger (4) is introduced into the electrolytic cell (10) for electrolysis into hydrogen and oxygen; the generated hydrogen is then used to replenish the fuel supply system.

10. The integrated thermal protection and power generation method according to claim 9, characterized in that, In the second mode, the oxygen generated by electrolysis is also introduced into the combustion chamber (13).

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