Hydrogen fuelled aeroengine heat energy management architecture and method based on dual intermediate media

Abstract

The application relates to the technical field of aero-engine thermal management, and discloses a hydrogen fuel aero-engine thermal energy management architecture and method based on double intermediate media, which utilizes the low-temperature characteristics of hydrogen fuel as a primary cold source, utilizes high-temperature components under extreme conditions as a heat source, precisely releases cold energy through a first heat exchange medium, carries and transports a heat load through a second heat exchange medium, thereby constructing a multistage thermal energy gradient utilization chain of "high-temperature protection-middle-temperature heat recovery-low-temperature precooling" to form a double-intermediate-heat-exchange-medium cooperative heat transfer architecture, realizing multistage gradient utilization and precise matching of hydrogen fuel cold energy and high-temperature component waste heat, breaking through the technical bottleneck of hydrogen fuel aero-engine thermal efficiency and system integration, significantly improving cycle efficiency while performing thermal protection, reducing the temperature and thermal stress peak value of key components, and avoiding problems such as low thermal efficiency, insufficient waste heat recovery, insufficient system reliability and lack of thermal protection capability in existing hydrogen fuel aero-engine thermal energy management.

Description

Technical Field

[0001] This invention relates to the field of aero-engine thermal management technology, and discloses a thermal energy management architecture and method for hydrogen fuel aero-engines based on dual intermediate media. Background Technology

[0002] Hydrogen-fueled turbine engines represent a key technological route for the future development of the aviation industry, but their thermal management systems face a series of complex challenges arising from the characteristics of hydrogen fuel. First, liquid hydrogen needs to be heated from extremely low temperatures to a suitable combustion temperature, presenting challenges related to multi-heat source coupling and heat sink matching. Second, in hydrogen transport routes that utilize cold energy, hydrogen molecules easily permeate metal lattices, leading to embrittlement; the stringent requirements for sealing and leakage control exacerbate the manufacturing difficulty and cost of thin-walled heat exchangers. Finally, the combustion temperature of hydrogen is higher than that of aviation kerosene, posing a severe challenge to the durability of hot-end components. Traditional turbine guide vanes have vents that draw air from the bypass duct, cooling the blade surface and interior through film cooling and impact cooling. However, while this cooling method meets certain cooling requirements, the resulting bypass duct diversion affects overall engine performance and efficiency, and there is also a risk of insufficient air volume in near-space environments. Summary of the Invention

[0003] The purpose of this invention is to provide a thermal energy management architecture and method for hydrogen fuel aero-engines based on dual intermediate media. This architecture enables multi-level and precise matching of hydrogen fuel cold energy and waste heat from high-temperature components, breaking through the technical bottlenecks in thermal efficiency and system integration of hydrogen fuel aero-engines. It significantly improves cycle efficiency while providing thermal protection, reducing the temperature and thermal stress peak of key components, and avoiding problems such as low thermal efficiency, insufficient waste heat recovery, insufficient system reliability, and lack of thermal protection capabilities in existing hydrogen fuel aero-engine thermal energy management systems.

[0004] To achieve the above-mentioned technical effects, the technical solution adopted by the present invention is as follows:

[0005] A dual-intermediate hydrogen fuel cell aero-engine thermal management architecture includes:

[0006] An aero-engine body, wherein the aero-engine body comprises, in sequence along the axial direction, a compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, and a tail nozzle;

[0007] The first heat exchanger includes a first pipeline and a first circulation pipeline for heat exchange; the inlet end of the first pipeline is connected to a liquid hydrogen tank, and the outlet end of the first pipeline is connected to the combustion chamber; a first heat exchange medium is disposed in the first circulation pipeline, and a first driving component is disposed on the first circulation pipeline to drive the first heat exchange medium to circulate in the first circulation pipeline.

[0008] The second heat exchanger includes a second pipeline and a second circulation pipeline for heat exchange, the second pipeline being connected to the first circulation pipeline; the second circulation pipeline is connected to the guide vane cooling channel of the high-pressure turbine and forms a closed circulation loop, a second heat exchange medium is provided in the second circulation pipeline, and a second drive assembly is provided on the second circulation pipeline to drive the second heat exchange medium to circulate within the second circulation pipeline;

[0009] The third heat exchanger includes a third pipeline and a fourth pipeline. The third pipeline is connected to the second circulation pipeline. The inlet end of the fourth pipeline is used to introduce air from the compressor outlet end. After heat exchange with the second heat exchange medium flowing through the third pipeline in the third heat exchanger, the heat-exchanged air is delivered to the combustion chamber through the outlet of the fourth pipeline.

[0010] Furthermore, it also includes a fourth heat exchanger, which includes a fifth pipeline and a sixth pipeline; the compressor includes a low-pressure compressor and a high-pressure compressor arranged sequentially along the airflow direction, the fifth pipeline is connected to a section of the first circulation pipeline between the first heat exchanger and the second heat exchanger, the inlet end of the sixth pipeline is used to introduce air from the intermediate stage of the high-pressure compressor, and after heat exchange with the first heat exchange medium flowing through the fifth pipeline in the fourth heat exchanger, the heat-exchanged air is delivered to the low-pressure turbine through the outlet of the sixth pipeline.

[0011] Furthermore, it also includes an intercooler, which includes a seventh pipe and an eighth pipe; the seventh pipe is connected to a section of the first circulation pipe between the fourth heat exchanger and the first heat exchanger, and the inlet end of the eighth pipe is used to introduce air from the low-pressure compressor, and after exchanging heat with the first heat exchange medium flowing through the seventh pipe in the intercooler, the heat-exchanged air is delivered to the high-pressure compressor through the outlet of the eighth pipe.

[0012] Furthermore, the first heat exchange medium is helium, and the second heat exchange medium is liquid metal.

[0013] To achieve the above-mentioned technical effects, the present invention also provides a thermal energy management method for hydrogen fuel cell aircraft engines based on dual intermediate media. This method, based on the aforementioned thermal energy management architecture for hydrogen fuel cell aircraft engines, includes:

[0014] High-efficiency heat dissipation mode: When the engine is in a high-power steady-state condition with a load rate greater than 80%, the first circulation pipeline and the second circulation pipeline are opened simultaneously, and the second heat exchanger is adjusted to the maximum heat transfer state; in the high-efficiency heat dissipation mode, more than 80% of the second heat exchange medium exchanges heat with the first heat exchange medium in the first circulation pipeline.

[0015] Transient temperature control mode: When the engine is accelerating, decelerating or changing operating conditions, a feedforward-feedback composite control strategy is adopted. The feedforward controller adjusts the cooling medium flow rate in advance by regulating the power of the circulating pump based on the rate of change of engine operating conditions to compensate for the time delay characteristics of the system. The feedback controller corrects the temperature deviation based on the improved PSO-PID algorithm to keep the temperature overshoot in the transient process within 2.5K.

[0016] Energy-saving standby mode: When the engine is in a low-power or idling condition with a load rate of less than 50%, the first heat exchange medium in the first circulation loop is reduced to 65%-70%, and the second heat exchange medium in the second circulation loop is maintained at 60%-65% usage. The energy consumption of the thermal management system is reduced by 20-30% through model predictive control algorithm.

[0017] Furthermore, in the aforementioned high-efficiency heat dissipation mode, during the operation of the aero-engine main body, the second drive component drives the second heat exchange medium to circulate within the closed loop formed by the second circulation pipeline and the guide vane cooling channel of the high-pressure turbine. This allows the second heat exchange medium to exchange heat to 1350-1400K through the guide vane cooling channel of the high-pressure turbine, and then be cooled to 1150-1200K by the third heat exchanger. After that, it flows back to the second heat exchanger and exchanges heat with the first heat exchange medium in the second pipeline. After cooling down to 950-1000K, it flows back to the guide vane cooling channel of the high-pressure turbine to complete the cycle.

[0018] The first driving component drives the first heat exchange medium to circulate in the first circulation pipeline. The first heat exchange medium, which is heated in the second heat exchanger, first passes through the first heat exchanger and then exchanges heat with the hydrogen in the delivery pipeline. After cooling the first heat exchange medium to 100K, it passes through the second heat exchanger and is heated to 950-1000K. Then it flows back to the first heat exchanger to complete the circulation.

[0019] Furthermore, a fourth heat exchanger is also provided on the first circulation pipeline between the first heat exchanger and the second heat exchanger. The fourth heat exchanger includes a fifth pipeline and a sixth pipeline. The compressor includes a low-pressure compressor and a high-pressure compressor arranged sequentially along the airflow direction. The fifth pipeline is connected to a section of the first circulation pipeline between the first heat exchanger and the second heat exchanger. The inlet end of the sixth pipeline is used to introduce air from the intermediate stage of the high-pressure compressor and exchange heat with the first heat exchange medium flowing through the fifth pipeline in the fourth heat exchanger. After cooling the introduced air, the cooled air is delivered to the low-pressure turbine through the outlet of the sixth pipeline, and the first heat exchange medium is heated to 400-450K.

[0020] Furthermore, an intercooler is also provided on the first circulation pipeline between the first heat exchanger and the fourth heat exchanger. The intercooler includes a seventh pipeline and an eighth pipeline. The seventh pipeline is connected to a section of the first circulation pipeline between the fourth heat exchanger and the first heat exchanger. The inlet end of the eighth pipeline is used to introduce air from the low-pressure compressor and exchange heat with the first heat exchange medium flowing through the seventh pipeline in the intercooler. After cooling the introduced air, the cooled air is delivered to the high-pressure compressor through the outlet of the eighth pipeline, and the first heat exchange medium is heated to 200-250K.

[0021] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention utilizes the low-temperature characteristics of hydrogen fuel as a primary cold source and high-temperature components under extreme conditions as a heat source. Cold energy is precisely released through a first heat exchange medium, and heat load is carried and transported through a second heat exchange medium. This constructs a multi-level thermal energy utilization chain of "high-temperature protection - medium-temperature heat recovery - low-temperature pre-cooling," forming a dual intermediate heat exchange medium collaborative heat transfer architecture. This achieves multi-level, cascaded utilization and precise matching of hydrogen fuel cold energy and high-temperature component waste heat, breaking through the technical bottlenecks of thermal efficiency and system integration in hydrogen fuel aero-engines. It significantly improves cycle efficiency while providing thermal protection, reducing the temperature and thermal stress peak of key components, and avoiding problems such as low thermal efficiency, insufficient waste heat recovery, insufficient system reliability, and lack of thermal protection capabilities in the thermal energy management of existing hydrogen fuel aero-engines. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the thermal energy management architecture of a hydrogen fuel cell aircraft engine in Example 1;

[0023] Figure 2 This is a schematic diagram of the thermal energy management architecture of a hydrogen fuel cell aircraft engine in Example 2;

[0024] The components are as follows: 1. Fan; 2. Low-pressure compressor; 3. High-pressure compressor; 4. Combustion chamber; 5. High-pressure turbine; 6. Low-pressure turbine; 7. Tail nozzle; 8. First heat exchanger; 9. Liquid hydrogen tank; 10. Second heat exchanger; 11. Third heat exchanger; 12. Fourth heat exchanger; 13. Intercooler. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0026] Example 1

[0027] See Figure 1 A thermal management architecture for hydrogen fuel cell aircraft engines based on dual intermediate media includes:

[0028] The aircraft engine body includes, along the axial direction, a compressor, a combustion chamber 4, a high-pressure turbine 5, a low-pressure turbine 6, and a tail nozzle 7.

[0029] The first heat exchanger 8 includes a first pipeline and a first circulation pipeline for heat exchange; the inlet end of the first pipeline is connected to the liquid hydrogen tank 9, and the outlet end of the first pipeline is connected to the combustion chamber 4; a first heat exchange medium is provided in the first circulation pipeline, and a first driving component is provided on the first circulation pipeline to drive the first heat exchange medium to circulate in the first circulation pipeline.

[0030] The second heat exchanger 10 includes a second pipeline and a second circulation pipeline for heat exchange. The second pipeline is connected to the first circulation pipeline. The second circulation pipeline is connected to the guide vane cooling channel of the high-pressure turbine 5 and forms a closed circulation loop. A second heat exchange medium is provided in the second circulation pipeline. A second drive assembly is provided on the second circulation pipeline to drive the second heat exchange medium to circulate in the second circulation pipeline.

[0031] The third heat exchanger 11 includes a third pipeline and a fourth pipeline. The third pipeline is connected to the second circulation pipeline. The inlet end of the fourth pipeline is used to introduce air from the compressor outlet end. After heat exchange with the second heat exchange medium flowing through the third pipeline in the third heat exchanger 11, the heat-exchanged air is delivered to the combustion chamber 4 through the outlet of the fourth pipeline.

[0032] In this embodiment, the low-temperature characteristics of hydrogen fuel are used as the primary cold source, and cold energy is precisely released through the first heat exchange medium, significantly improving cycle efficiency while providing thermal protection. Meanwhile, high-temperature components under extreme conditions (guide vanes of the high-pressure turbine 5) serve as the heat source, with the heat load carried and transported through the second heat exchange medium, reducing the temperature and peak thermal stress of critical components and extending their service life. Through a dual intermediate heat exchange medium design with complementary properties, different temperature range heat sources are adapted in stages, avoiding system efficiency bottlenecks caused by single-medium properties. Optimizing the medium circulation path reduces redundant pipeline weight and heat exchanger volume, meeting the aircraft's thrust-to-weight ratio and limited space requirements. By combining the division of labor and thermodynamic cycle coupling of the two intermediate heat exchange media, a multi-level thermal energy utilization chain of "high temperature protection - medium temperature regeneration - low temperature precooling" is constructed to form a collaborative heat transfer architecture of the two intermediate heat exchange media. This enables multi-level utilization and precise matching of hydrogen fuel cold energy and high-temperature component waste heat, breaking through the technical bottlenecks of thermal efficiency and system integration of hydrogen fuel aero engines, and avoiding key problems such as low thermal efficiency, insufficient waste heat recovery, insufficient system reliability and lack of thermal protection capabilities in the existing thermal energy management system of hydrogen fuel aero engines.

[0033] Based on the same inventive concept, this embodiment also provides a thermal energy management method for hydrogen fuel cell aircraft engines based on dual intermediate media. This method, based on the aforementioned thermal energy management architecture for hydrogen fuel cell aircraft engines, includes:

[0034] High-efficiency heat dissipation mode: When the engine is in a high-power steady-state operating condition with a load rate greater than 80%, the first circulation pipeline and the second circulation pipeline are opened simultaneously, and the second heat exchanger 10 is adjusted to the maximum heat transfer state; in the high-efficiency heat dissipation mode, more than 80% of the second heat exchange medium exchanges heat with the first heat exchange medium in the first circulation pipeline.

[0035] Transient temperature control mode: When the engine is accelerating, decelerating or changing operating conditions, a feedforward-feedback composite control strategy is adopted. The feedforward controller adjusts the cooling medium flow in advance by regulating the power of the circulating pump based on the rate of change of engine operating conditions, effectively compensating for the time delay characteristics of the system. The feedback controller corrects the temperature deviation based on the improved PSO-PID algorithm to keep the temperature overshoot in the transient process within 2.5K.

[0036] Energy-saving standby mode: When the engine is operating at low power or idling speed with a load rate of less than 50%, the first heat exchange medium in the first circulation loop is reduced to 65%-70%, and the second heat exchange medium in the second circulation loop is maintained at 60%-65% usage. The energy consumption of the thermal management system is reduced by 20-30% through the model predictive control (MPC) algorithm.

[0037] Example 2

[0038] See Figure 1 , Figure 2 A thermal management architecture for hydrogen fuel cell aircraft engines based on dual intermediate media includes:

[0039] The aircraft engine body includes, along the axial direction, a fan 1, a high-pressure compressor 3, a low-pressure compressor 2, a combustion chamber 4, a high-pressure turbine 5, a low-pressure turbine 6, and a tail nozzle 7.

[0040] The first heat exchanger 8 (hydrogen-helium heat exchanger) includes a first pipeline and a first circulation pipeline for heat exchange; the inlet end of the first pipeline is connected to the liquid hydrogen tank 9, and the outlet end of the first pipeline is connected to the combustion chamber 4; a first heat exchange medium is provided in the first circulation pipeline, and a first driving component is provided on the first circulation pipeline to drive the first heat exchange medium to circulate in the first circulation pipeline; in this embodiment, the first pipeline is the hydrogen passage: the liquid hydrogen tank 9 is successively connected to the hydrogen-helium heat exchanger, pressure gauge, centrifugal pump, valve, and combustion chamber 4; liquid hydrogen fuel flows out from the liquid hydrogen tank 9, is vaporized by the vaporizer, and then undergoes heat exchange with high-temperature helium in the hydrogen-helium heat exchanger before flowing to the combustion chamber 4 for combustion. The first circulation pipeline is the helium circulation: the hydrogen-helium heat exchanger is successively connected to the pressure gauge, the air-helium intercooler 13, the fourth heat exchanger 12 (air-helium heat exchanger), the gallium-based metal-helium heat exchanger, the circulation pump, and the regulating valve to form a closed loop; after the helium flows through the hydrogen-helium heat exchanger, the main loop flow is cooled in the air-helium intercooler 13, the bypass priming gas is cooled in the air-helium heat exchanger, the liquid metal is cooled in the gallium-based metal-helium heat exchanger, and then it flows back to the hydrogen-helium heat exchanger to complete the circulation.

[0041] The second heat exchanger 10 (gallium-based metal-helium heat exchanger) includes a second pipeline and a second circulation pipeline for heat exchange. The second pipeline is connected to the first circulation pipeline. The second circulation pipeline is connected to the guide vane cooling channel of the high-pressure turbine 5 to form a closed loop. A second heat exchange medium is provided in the second circulation pipeline. A second driving component is provided on the second circulation pipeline to drive the second heat exchange medium to circulate in the second circulation pipeline. In this embodiment, the second circulation pipeline mainly performs liquid metal circulation: the gallium-based metal-helium heat exchanger is successively connected to the guide vane cooling channel of the high-pressure turbine 5, the gallium-based metal-air regenerator, the electromagnetic pump, and the valve to form a closed loop. After the liquid metal flows through the guide vane cooling channel of the high-pressure turbine 5, it releases heat in the gallium-based metal-air regenerator to heat the main ring flow, and is further cooled in the gallium-based metal-helium heat exchanger to complete the circulation.

[0042] The third heat exchanger 11 (gallium-based metal-air regenerator) includes a third pipeline and a fourth pipeline. The third pipeline is connected to the second circulation pipeline. The inlet end of the fourth pipeline is used to introduce air from the compressor outlet end. After heat exchange with the second heat exchange medium flowing through the third pipeline in the third heat exchanger 11, the heat-exchanged air is delivered to the combustion chamber 4 through the outlet of the fourth pipeline.

[0043] The hydrogen-helium heat exchanger in this embodiment is the main device for collecting hydrogen cold energy. Utilizing helium's low viscosity, high diffusivity, chemical stability, and lack of phase change risk, it efficiently collects cold energy and forms a cascaded release mechanism in a thermal management loop. Helium has an extremely high thermal conductivity, six times that of air, enabling effective heat transfer; its specific heat capacity is relatively high, five times that of air, allowing it to carry more heat; its extremely low dynamic viscosity significantly reduces the pressure drop in the circulation system; furthermore, helium is an inert gas and hardly reacts chemically with any substance. The participation of helium as a working fluid in the circulation effectively enhances the working capacity of the intercooler 13 and the heat exchanger, improving circulation efficiency and the cooling capacity of hot-end components. Moreover, helium circulation offers higher safety compared to direct hydrogen circulation; it does not corrode pipe and heat exchanger materials, and even in the event of a leak, it will not cause direct harm. Compared to a single liquid metal cycle, a helium cycle expands the operating temperature range of the thermal management system, avoids direct heat exchange between liquid metal and hydrogen leading to condensation, reduces the increase in system weight caused by the weight of the liquid metal itself, and decreases the pump power output caused by the flow of liquid metal, thereby improving the power-to-weight ratio of the aero-engine.

[0044] The air-helium intercooler 13 uses the cold energy carried by helium to cool the mainstream air between compressor stages, thereby reducing the compression work consumed in the compressor, increasing the specific power of the entire cycle, and thus improving engine efficiency.

[0045] The air-helium heat exchanger uses the cold energy carried by helium to cool the compressor interstage bleed air at the outer casing of combustion chamber 4. The cooling air is then used to efficiently cool the hot end components of low-pressure turbine 6. The use of high-quality cooling air can reduce the cold air flow rate, thereby improving engine efficiency.

[0046] Liquid metal is primarily used to cool the guide vanes of the high-pressure turbine. Utilizing its properties of remaining liquid at ambient temperature and high surface tension, the high-temperature conduction and transport of heat from the guide vanes are achieved through cooling channels distributed throughout the blades. Liquid metal has a convective heat transfer coefficient two orders of magnitude higher than air, exhibiting exceptional heat transfer performance; it also possesses an extremely wide operating temperature range, preventing heat transfer degradation. A simple internal cooling channel design can meet the thermal protection requirements of the turbine guide vanes under extreme high temperatures. By enhancing the regenerator's operating capacity, the cycle thermal efficiency is effectively improved. The combined use of liquid metal and helium as the dual working fluid can further reduce the heat exchanger's volume, which is beneficial for the arrangement of multiple heat exchangers in aero-engines under space constraints. The series connection of the liquid metal and helium dual working fluids can significantly improve the engine's thermal management capabilities and stability, making the cascaded utilization and release of cold energy engineering feasible and optimizing energy utilization efficiency.

[0047] In this embodiment, the gallium-based metal-air regenerator utilizes the high temperature carried by liquid metal at the outer casing of the high-pressure turbine 5 to heat the outlet air of the high-pressure compressor 3, thereby increasing the temperature of the air entering the combustion chamber 4 and improving the cycle thermal efficiency.

[0048] The gallium-based metal-helium heat exchanger utilizes the cold energy carried by helium to cool the liquid metal at the outer casing of the high-pressure turbine 5. As the final link in the helium cycle and the cold source for the liquid metal heat transport cycle, it achieves complete release of cold energy.

[0049] All heat exchangers are annular structures, concentric with the engine shaft, to achieve circumferential uniformity of the thermal boundary.

[0050] Control section:

[0051] In this embodiment, the hydrogen passage, helium cycle, and liquid metal cycle are all controlled by electrically controlled valves and powered by electrically driven pumps. Flow control is coupled with the flight status of the aircraft. The hydrogen passage is driven by a centrifugal pump. After vaporization and multi-stage heat absorption in the hydrogen-helium heat exchanger, the temperature of the liquid hydrogen is raised to 900-950K, and then flows to combustion chamber 4 for combustion. The passage status is monitored by pressure gauges.

[0052] In this embodiment, the helium cycle is driven by a circulation pump. A hydrogen-helium heat exchanger collects the cold energy of hydrogen and cools the helium to 100K. During the cycle, the helium first releases its cold energy to 200-250K through an air-helium intercooler 13 to cool the mainstream air; then it releases its cold energy a second time to 400-450K through the air-helium heat exchanger to cool the bleed air; then it releases its cold energy a third time to 950-1000K through a gallium-based metal-helium heat exchanger to cool the liquid metal. Finally, it flows back to the hydrogen-helium heat exchanger to collect the cold energy and cool to 100K to complete the cycle. The status of the circulation is monitored by a pressure gauge.

[0053] In this embodiment, the liquid metal circulation is driven by an electromagnetic pump, which utilizes its strong heat exchange characteristics to improve the cooling efficiency of the guide vanes while completely releasing the cold energy. The cold liquid metal first undergoes heat exchange to 1350 to 1400 K through the internal cooling channel of the high-temperature turbine guide vane, then is cooled to 1150 to 1200 K through a gallium-based metal-air regenerator, and then flows back to the gallium-based metal-helium heat exchanger to collect the cold energy, cooling down to 950 to 1000 K to complete the circulation.

[0054] In this embodiment, the helium cycle and the liquid metal cycle achieve synergy in the gallium-based metal-helium heat exchanger, realizing multi-level adaptation of waste heat recovery and cold energy utilization, and significantly improving the engine's energy management capability.

[0055] The control strategy of the hydrogen fuel cell aero-engine thermal management architecture in this embodiment adopts a hierarchical intelligent architecture. Through multi-sensor information fusion, multi-mode adaptive switching, and dynamic flow coordination, it achieves precise control of the dual cooling loops. This strategy aims to address the challenges of strong nonlinearity, large time delay, and strong coupling generated by the engine's transient operating conditions, ensuring optimal temperature stability and energy efficiency across the entire operating range. Specifically:

[0056] Multiple sets of distributed fiber optic temperature sensors are deployed at the inlet and outlet of each heat exchanger, valve, and core component to monitor the surface temperature of hot-end components, the inlet and outlet temperatures of helium gas, the inlet and outlet temperatures of liquid metal, and the ambient temperature in real time. These sensor data are collected at a sampling frequency of 1000Hz and subjected to noise suppression and state estimation using a Kalman filter algorithm, effectively improving the signal-to-noise ratio and reliability of temperature measurements.

[0057] Based on the engine's real-time power output, speed, fuel flow, etc., a fuzzy inference mechanism is used to dynamically calculate the optimal temperature setpoint for each component. Temperature set point Engine power Ambient temperature and feedforward compensation A joint decision, in which, , and These are the weighting coefficients, obtained through training with historical engine operating data; The temperature deviation at the corresponding component testing location is obtained by subtracting the sensor test results from the model prediction; feedforward compensation amount. This is predicted by the engine performance model. This dynamic setpoint adjustment strategy can control the temperature of the engine's hot-end components to below 95% of the material's tolerance limit, while ensuring that the system does not lose efficiency due to an overly conservative setpoint.

[0058] To address different engine operating states, this system designs three basic control modes and achieves smooth switching between modes through an improved Particle Swarm Optimization (PSO) algorithm. The PSO algorithm employs adaptive inertia weights and a dynamic learning factor as shown in the formula... As shown, this method can quickly and accurately optimize PID control parameters, effectively overcoming the nonlinearity and time delay characteristics of the system. It should be noted that this formula does not directly describe the three control modes themselves; their function is to dynamically and adaptively adjust the parameters within each control mode based on the system state, thereby enabling each mode to achieve optimal performance. When the engine operating conditions change, requiring a switch from "energy-saving standby mode" to "high-efficiency cooling mode," a sudden change in controller parameters could cause system oscillation. The adaptive inertia weight in the formula... and learning factors , This makes the PSO algorithm perform the following during the optimization process: Initially ( Small): Larger The algorithm is relatively small and emphasizes "social experience," enabling it to quickly converge to a relatively optimal solution. This addresses the need for rapid response under transient conditions. Later ( big): Larger By returning to fundamental values, the algorithm emphasizes "individual experience" and can perform fine-grained searches, which corresponds to the need for high precision and low overshoot under steady-state conditions. This smooth parameter evolution ensures that the system's control behavior is smooth and shock-free when switching control modes.

[0059] The standard Particle Swarm Optimization (PSO) algorithm and its basic formula are well-known existing techniques. The inertia weight in its standard form... and learning factors , It is usually a fixed value. In this embodiment... The linear decrease: This is a targeted technical combination that is applied to the optimization of thermal management systems. , The changes are nonlinear and smooth, which better reflects the dynamic characteristics of complex thermodynamic systems. Adjustable parameters α and β are introduced: this allows the algorithm to be flexibly configured according to the specific engine type and characteristics, enhancing its universality. Among these, This represents the maximum value of the inertia weight. This represents the minimum value of the inertia weight. , Let α be the initial value of the individual's cognitive learning factor. The adaptive adjustment coefficient (adjusting the degree to which the particle depends on its own best historical experience), β is the initial value of the social cognitive learning factor. The adaptive adjustment coefficient modulates the degree to which particles depend on the population's optimal experience. This represents the current iteration number. This represents the maximum number of iterations.

[0060] The three basic control modes in this embodiment include: high-efficiency heat dissipation mode, transient temperature control mode, and energy-saving standby mode, wherein:

[0061] High-efficiency heat dissipation mode: When the engine is under high-power steady-state operation (when the engine load rate is greater than 80%), the system simultaneously activates the helium circuit and the liquid metal circuit, and adjusts the coupled heat exchanger to the maximum heat transfer state. In this mode, 80% of the liquid metal and helium working fluid participate in heat exchange, ensuring that the overall thermal management efficiency of the system is maximized.

[0062] Transient Temperature Control Mode: When the engine is accelerating, decelerating, or undergoing changing operating conditions, the system employs a feedforward-feedback composite control strategy. The feedforward controller, based on the rate of change in engine operating conditions, adjusts the cooling medium flow rate in advance through circulating pump power regulation, effectively compensating for the system's time-delay characteristics. The feedback controller, based on an improved PSO-PID algorithm, precisely corrects temperature deviations. Experiments have shown that this mode can control the temperature overshoot during transient processes within 2.5K, with a response speed 35% faster than traditional PID control.

[0063] Energy-saving standby mode: When the engine is operating at low power or idling speed (when the engine load rate is less than 50%), the system reduces the working fluid in the helium circuit to 65%-70%, while the liquid metal circuit maintains a low-speed circulation at 60%-65% usage. Through model predictive control (MPC) algorithms, the system can reduce the energy consumption of the thermal management system by 20-30% while ensuring basic heat dissipation requirements.

[0064] Furthermore, to achieve precise coordinated control of the dual-loop flow rates described above, this embodiment employs a decoupling control algorithm to eliminate mutual interference between the helium loop and the liquid metal loop. Specifically, based on the Relative Gain Matrix (RGA) analysis method, a decoupling controller enables approximately independent control of the flow rate regulation of the two loops. Considering the compressibility of helium, a nonlinear model predictive control (NMPC) algorithm is established to solve for the optimal flow rate setpoint in real time. For the liquid metal loop, pulse width modulation (PWM) technology is used to control the pump's input power, achieving precise and continuous flow rate regulation. Dynamically adjust the traffic matching between the two sides, where, Let U be the heat transferred by the second heat exchanger 10, U be the overall heat transfer coefficient of the second heat exchanger 10, and A be the heat transfer area of ​​the second heat exchanger 10. The logarithmic mean temperature difference (the temperature difference between the helium circuit (hot side) and the liquid metal circuit (cold side)). The mass flow rate of the first heat exchange medium in the first circulation pipeline. The mass flow rate of the second heat exchange medium in the second circulation pipeline. Specific heat capacity of the first heat exchange medium, The specific heat capacity of the second heat exchange medium. The temperature at which the first heat exchange medium enters the second heat exchanger 10. The temperature at which the first heat exchange medium is output from the second heat exchanger 10. The temperature at which the second heat exchange medium enters the second heat exchanger 10. The temperature at which the second heat exchange medium is output from the second heat exchanger 10.

[0065] In addition, this embodiment defines three key performance indicators (KPIs) to evaluate the effectiveness of the control strategy: temperature control accuracy. T System response speed KPI R and energy efficiency KPI E Temperature control accuracy Defined as the root mean square error between the system temperature and the setpoint:

[0066]

[0067] Represents the sampling time i The actual measured temperature of the controlled object can be obtained directly from the medium temperature through sensors arranged in the thermal management system. Represents the sampling time i The temperature setpoint corresponds to the controlled object; here, it refers to the highest permissible temperature of the component under current operating conditions, calculated by the dynamic setpoint strategy. N is the total number of samples, and the system response speed KPI is... R Defined as the time required for the system to reach a steady-state temperature (the temperature obtained from testing the medium within the thermal management system) from its initial state; energy efficiency KPI E Defined as the energy consumed by a system to achieve a unit thermal management effect. ,in W comp and W pump The power consumption of the compressor and pump, respectively, Q removed This represents the total heat dissipation of the system.

[0068] The above is an evaluation of the control strategy for the thermal management system, specifically an evaluation of the parameters of the liquid metal-helium heat exchanger. Comparative results show that the hierarchical intelligent control strategy proposed in this embodiment significantly outperforms traditional control methods in all performance indicators. Particularly in terms of temperature control accuracy, it is 36% higher than the improved PSO-PID control and 75% higher than traditional PID control. Regarding response speed, this control strategy reaches a steady state in just 3.2 seconds, 62% faster than traditional PID control, which is crucial for handling the rapid thermal shock caused by transient engine conditions. Furthermore, this control strategy also demonstrates excellent energy efficiency, achieving KPIs... E With a value of only 92.5 W / kW, this means that the system consumes only 92.5W of pumping and compression work to remove 1kW of heat, saving more than 26% energy compared to traditional PID control. This efficient energy utilization is of great significance for improving the overall efficiency of the engine, especially the fuel economy of aero engines.

[0069] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A thermal energy management architecture for hydrogen fuel cell aero-engines based on dual intermediate media, characterized in that, include: An aero-engine body, wherein the aero-engine body comprises, in sequence along the axial direction, a compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, and a tail nozzle; The first heat exchanger includes a first pipeline and a first circulation pipeline for heat exchange; the inlet end of the first pipeline is connected to a liquid hydrogen tank, and the outlet end of the first pipeline is connected to the combustion chamber; a first heat exchange medium is disposed in the first circulation pipeline, and a first driving component is disposed on the first circulation pipeline to drive the first heat exchange medium to circulate in the first circulation pipeline. The second heat exchanger includes a second pipeline and a second circulation pipeline for heat exchange, the second pipeline being connected to the first circulation pipeline; the second circulation pipeline is connected to the guide vane cooling channel of the high-pressure turbine and forms a closed circulation loop, a second heat exchange medium is provided in the second circulation pipeline, and a second drive assembly is provided on the second circulation pipeline to drive the second heat exchange medium to circulate within the second circulation pipeline; The third heat exchanger includes a third pipeline and a fourth pipeline. The third pipeline is connected to the second circulation pipeline. The inlet end of the fourth pipeline is used to introduce air from the compressor outlet end. After heat exchange with the second heat exchange medium flowing through the third pipeline in the third heat exchanger, the heat-exchanged air is delivered to the combustion chamber through the outlet of the fourth pipeline. It also includes a fourth heat exchanger, which includes a fifth pipeline and a sixth pipeline; the compressor includes a low-pressure compressor and a high-pressure compressor arranged sequentially along the airflow direction; the fifth pipeline is connected to a section of the first circulation pipeline between the first heat exchanger and the second heat exchanger; the inlet end of the sixth pipeline is used to introduce air from the intermediate stage of the high-pressure compressor, and after exchanging heat with the first heat exchange medium flowing through the fifth pipeline in the fourth heat exchanger, the heat-exchanged air is delivered to the low-pressure turbine through the outlet of the sixth pipeline; It also includes an intercooler, which includes a seventh pipe and an eighth pipe; the seventh pipe is connected to a section of the first circulation pipe between the fourth heat exchanger and the first heat exchanger, and the inlet end of the eighth pipe is used to introduce air from the low-pressure compressor, and after exchanging heat with the first heat exchange medium flowing through the seventh pipe in the intercooler, the heat-exchanged air is delivered to the high-pressure compressor through the outlet of the eighth pipe; The first heat exchange medium is helium, and the second heat exchange medium is liquid metal.

2. A thermal energy management method for hydrogen fuel cell aircraft engines based on dual intermediate media, the method being based on the thermal energy management architecture for hydrogen fuel cell aircraft engines as described in claim 1, characterized in that, include: High-efficiency heat dissipation mode: When the engine is in a high-power steady-state condition with a load rate greater than 80%, the first circulation pipeline and the second circulation pipeline are opened simultaneously, and the second heat exchanger is adjusted to the maximum heat transfer state; in the high-efficiency heat dissipation mode, more than 80% of the second heat exchange medium exchanges heat with the first heat exchange medium in the first circulation pipeline. Transient temperature control mode: When the engine is accelerating, decelerating or changing operating conditions, a feedforward-feedback composite control strategy is adopted. The feedforward controller adjusts the cooling medium flow rate in advance by regulating the power of the circulating pump based on the rate of change of engine operating conditions to compensate for the time delay characteristics of the system. The feedback controller corrects the temperature deviation based on the improved PSO-PID algorithm to keep the temperature overshoot in the transient process within 2.5K. Energy-saving standby mode: When the engine is in a low-power or idling condition with a load rate of less than 50%, the first heat exchange medium in the first circulation loop is reduced to 65%-70%, and the second heat exchange medium in the second circulation loop is maintained at 60%-65% usage. The energy consumption of the thermal management system is reduced by 20-30% through model predictive control algorithm.

3. The thermal energy management method for hydrogen fuel cell aircraft engines according to claim 2, characterized in that, In the high-efficiency heat dissipation mode, when the main body of the aero-engine is running, the second drive component drives the second heat exchange medium to circulate in the closed loop formed by the second circulation pipeline and the guide vane cooling channel of the high-pressure turbine. The second heat exchange medium is heated to 1350-1400K through the guide vane cooling channel of the high-pressure turbine, and then cooled to 1150-1200K through the third heat exchanger. After that, it flows back to the second heat exchanger and exchanges heat with the first heat exchange medium in the second pipeline. After being cooled to 950-1000K, it flows back to the guide vane cooling channel of the high-pressure turbine to complete the cycle. The first driving component drives the first heat exchange medium to circulate in the first circulation pipeline. The first heat exchange medium, which is heated in the second heat exchanger, first passes through the first heat exchanger and then exchanges heat with the hydrogen in the delivery pipeline. After cooling the first heat exchange medium to 100K, it passes through the second heat exchanger and is heated to 950-1000K. Then it flows back to the first heat exchanger to complete the circulation.

4. The thermal energy management method for hydrogen fuel cell aircraft engines according to claim 3, characterized in that, A fourth heat exchanger is also provided on the first circulation pipeline between the first heat exchanger and the second heat exchanger. The fourth heat exchanger includes a fifth pipeline and a sixth pipeline. The compressor includes a low-pressure compressor and a high-pressure compressor arranged sequentially along the airflow direction. The fifth pipeline is connected to a section of the first circulation pipeline between the first heat exchanger and the second heat exchanger. The inlet end of the sixth pipeline is used to introduce air from the intermediate stage of the high-pressure compressor and exchange heat with the first heat exchange medium flowing through the fifth pipeline in the fourth heat exchanger. After cooling the introduced air, the cooled air is delivered to the low-pressure turbine through the outlet of the sixth pipeline, and the first heat exchange medium is heated to 400-450K.

5. The thermal energy management method for hydrogen fuel cell aircraft engines according to claim 3, characterized in that, An intercooler is also provided on the first circulation pipeline between the first heat exchanger and the fourth heat exchanger. The intercooler includes a seventh pipeline and an eighth pipeline. The seventh pipeline is connected to a section of the first circulation pipeline between the fourth heat exchanger and the first heat exchanger. The inlet end of the eighth pipeline is used to introduce air from the low-pressure compressor and exchange heat with the first heat exchange medium flowing through the seventh pipeline in the intercooler. After cooling the introduced air, the cooled air is delivered to the high-pressure compressor through the outlet of the eighth pipeline, and the first heat exchange medium is heated to 200-250K.

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