A new energy aircraft power and thermal management integrated system and management method
By using an ammonia-hydrogen hybrid power system and helium cycle thermal management, the problems of pre-ignition of hydrogen fuel and escape of ammonia fuel have been solved, achieving net-zero carbon emissions and safe and efficient aircraft thermal management. This increases the aircraft's fuel carrying capacity and range, and the system is adaptable to different flight altitudes and fault conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- JINCHENG NANJING ELECTROMECHANICAL HYDRAULIC PRESSURE ENG RES CENT AVIATION IND OF CHINA
- Filing Date
- 2025-01-24
- Publication Date
- 2026-07-24
AI Technical Summary
In existing technologies, hydrogen fuel suffers from pre-ignition and backfire problems, while ammonia fuel suffers from ammonia escape and short range. Liquid hydrogen requires high-pressure transportation in aircraft thermal management, which is dangerous, and the combination of liquid hydrogen and condenser may cause hydrogen embrittlement. Existing systems are difficult to achieve net-zero carbon emissions and safe and efficient thermal management.
It adopts an ammonia-hydrogen hybrid power system, combining a fuel cell and a turbine engine, and uses a helium cycle system for thermal management. The ammonia-hydrogen mixture is burned in the combustion chamber, and the liquid hydrogen vaporization cooling capacity is used for electronic equipment and cabin temperature regulation. The helium cycle system absorbs the cooling capacity, ammonia is stored in the wings, and liquid hydrogen is stored in the tail. The system design is adapted to different flight altitudes and failure conditions.
It achieves net-zero carbon emissions, increases aircraft fuel capacity and range, has high system safety, is applicable to any flight altitude, has high engine efficiency, fast start-up, high power density, and solves the safety issues of liquid hydrogen storage and thermal management.
Smart Images
Figure CN122443701A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of aviation power system technology, and relates to a new energy power system and thermal management system for aircraft, specifically to an integrated system and management method for power and thermal management of new energy aircraft. Background Technology
[0002] The vigorous development of green aviation propulsion technology has become a priority strategy for leading aviation nations in Europe and America, as well as major civil aircraft manufacturers, triggering a new round of green aviation technology revolution and reshaping the competitive landscape of the international aviation industry. Ammonia and hydrogen fuels are both the most promising zero-carbon fuels. Currently, the popular pure hydrogen combustion engines suffer from problems such as pre-ignition and backfire, and because they need to carry large amounts of liquid hydrogen fuel, entirely new aircraft designs are required, resulting in enormous development costs. Pure ammonia combustion engines suffer from ammonia escape and short range.
[0003] Liquid hydrogen fuel needs to be stored at extremely low temperatures (below -253°C). The cooling energy released during the vaporization process of liquid hydrogen can be used to regulate the temperature of high-power airborne equipment and the cabin, undertaking part of the aircraft's thermal management work, and reducing the weight and volume of the aircraft's thermal management system itself. However, liquid hydrogen needs to be transported under high pressure during the aircraft's thermal management process, which poses certain dangers. Furthermore, the combination of liquid hydrogen and condenser can cause hydrogen embrittlement in the condenser.
[0004] The fuel cell / turbine engine hybrid power system combines the advantages of both fuel cells and turbine engines, and has the advantages of fast start-up, high power density and high efficiency. Summary of the Invention
[0005] To address the aforementioned issues, this invention provides an integrated power and thermal management system and method for new energy aircraft. The system employs an ammonia-hydrogen hybrid power system, which improves the overall performance of the aircraft and solves the problem of using either hydrogen or ammonia as fuel. This is a superior solution for achieving net-zero carbon emissions. Furthermore, it utilizes a helium cycle system for aircraft thermal management, avoiding the problems associated with directly using liquid hydrogen for aircraft thermal management.
[0006] Technical solution of the present invention:
[0007] An integrated power and thermal management system for a new energy aircraft is characterized by comprising a power system, a fuel system, and a helium cycle system. The fuel system includes ammonia, hydrogen, and a mixing chamber. Ammonia and hydrogen are mixed in the mixing chamber before entering the power system. The power system includes an engine subsystem and a fuel cell subsystem. The ammonia-hydrogen mixture is burned in the combustion chamber of the engine subsystem to power the engine. The ammonia-hydrogen mixture undergoes catalytic cracking at the anode catalyst of the SOFC in the fuel cell subsystem at temperatures above 600°C to produce a water-nitrogen mixture and electricity. Hydrogen is stored in liquid form in a liquid hydrogen storage chamber, and heat exchange occurs between the liquid hydrogen storage chamber and the helium cycle system along the path from the liquid hydrogen storage chamber to the mixing chamber. The helium cycle system absorbs the cooling energy released during the vaporization of liquid hydrogen and provides cooling for electronic equipment and the cockpit through an evaporation cycle system.
[0008] Furthermore, the ammonia is stored in liquid form, which is stored in the wings.
[0009] Furthermore, the liquid hydrogen storage chamber is located at the tail of the aircraft.
[0010] Furthermore, the helium cycle system includes an evaporator, a condenser, valves, and a compressor. Helium circulates and transfers heat within the helium cycle system. After liquid hydrogen exchanges heat with helium in the condenser, the helium absorbs the cooling energy generated by the vaporization of liquid hydrogen and becomes liquid helium. The liquid helium then enters the evaporator to provide cooling for electronic equipment and the cabin, and then returns to the condenser via the compressor.
[0011] Furthermore, the connection channel between the ammonia storage tank and the mixing chamber is provided with a bypass, and the bypass is equipped with a cracking chamber. The cracking chamber is equipped with a high-temperature environment and a catalyst to catalytically crack the liquid ammonia to produce hydrogen.
[0012] A method for integrated power and thermal management of a new energy aircraft, using the aforementioned integrated power and thermal management system for a new energy aircraft, includes:
[0013] When the aircraft's power system is operating normally, if the aircraft's flight altitude is below 15,000 meters, the engine subsystem provides the main power for the aircraft's flight, and the fuel cell subsystem provides the electric motor for the aircraft's flight. If the aircraft's flight altitude is above 15,000 meters, the engine subsystem and the fuel cell subsystem jointly provide the main power for the aircraft's flight, while the fuel cell subsystem also provides the electric motor for the aircraft. At this time, the distribution of the main power for the aircraft's flight is calculated by the controller.
[0014] Furthermore, when the aircraft's power system is operating normally, it determines whether the hydrogen reserve is sufficient: if so, liquid hydrogen provides cooling to the helium cycle system, and the power system uses the mixed gas produced by hydrogen and ammonia in the mixing chamber as fuel; otherwise, ammonia will be catalytically cracked to produce hydrogen, and the power system uses the mixed gas produced by mixing the catalytically produced hydrogen with the remaining ammonia as fuel, and the engine bleed air directly provides cooling to the electronic equipment and the cockpit, and the helium cycle system is taken out of service.
[0015] Furthermore, if the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component is identified as follows: if the fault is in the engine subsystem, and the fuel cell subsystem is operating normally, the combustion chamber is shut down, and the hydrogen-ammonia mixture enters the fuel cell subsystem, which provides the aircraft's flight power, while the battery provides electricity.
[0016] Furthermore, if the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component is identified as follows: if the engine subsystem is operating normally but the fuel cell subsystem is failing, the fuel cell subsystem inlet is shut off, the engine subsystem provides the aircraft's flight power, and the battery provides the electrical power.
[0017] Furthermore, if the aircraft's power system malfunctions, and the fault is determined to be a power system failure, the faulty components will be identified: if both the engine subsystem and the fuel cell subsystem fail, the battery will provide emergency flight power for the aircraft, and the aircraft will make an emergency landing.
[0018] The beneficial effects of this invention are:
[0019] 1. The fuel cell / turbine engine hybrid power system of the present invention combines the advantages of both fuel cell and turbine engine, and has the advantages of fast start-up, high power density and high efficiency.
[0020] 2. The use of helium intermediate circulation technology for liquid hydrogen vaporization is safer and also solves the problem of hydrogen embrittlement in liquid hydrogen precoolers.
[0021] 3. Using helium intermediate circulation technology to provide cooling for electronic equipment and the cockpit can reduce engine bleed air and improve engine efficiency.
[0022] 4. Liquid hydrogen storage devices are closer to cylindrical / spherical shapes, and current aircraft cannot store large quantities of liquid hydrogen without modification. However, ammonia has lower storage requirements and can be stored in large quantities on the wings. The combination of ammonia and liquid hydrogen as fuels can increase the aircraft's fuel capacity, enabling longer-range flights.
[0023] 5. The system is suitable for any flight altitude and offers high safety. Even if one of the engine subsystem or fuel cell subsystem fails, the power system can continue to operate. Attached Figure Description
[0024] To more clearly illustrate the technical solutions of the embodiments of this invention, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.
[0025] Figure 1 This is a flowchart illustrating the integrated power and thermal management system and management method for a new energy aircraft according to the present invention.
[0026] Figure 2 This is a schematic diagram of the architecture of the integrated power and thermal management system for a new energy aircraft of the present invention when liquid hydrogen reserves are sufficient.
[0027] Figure 3 This is a schematic diagram of the architecture of an integrated power and thermal management system for new energy aircraft in the event of insufficient liquid hydrogen reserves. Detailed Implementation
[0028] This section describes embodiments of the present invention, used to explain and illustrate the technical solutions of the present invention. Unless otherwise specified, the embodiments and features described herein can be combined with each other.
[0029] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating directions or positional relationships, are based on the orientation or positional relationships in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or case 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 the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include more than one of those features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integrated connections; they can refer to mechanical connections or point connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0031] Example 1:
[0032] An integrated power and thermal management system for a new energy aircraft is characterized by comprising a power system, a fuel system, and a helium cycle system. The fuel system includes ammonia, hydrogen, and a mixing chamber. Ammonia and hydrogen are mixed in the mixing chamber before entering the power system. The power system includes an engine subsystem and a fuel cell subsystem. The ammonia-hydrogen mixture is burned in the combustion chamber of the engine subsystem to power its engine. The ammonia-hydrogen mixture undergoes catalytic cracking at the anode catalyst of the SOFC in the fuel cell subsystem at temperatures above 600°C, producing a water-nitrogen mixture and electricity. Hydrogen is stored as liquid hydrogen in a liquid hydrogen storage chamber, and heat exchange occurs between the liquid hydrogen storage chamber and the helium cycle system along the path from the liquid hydrogen storage chamber to the mixing chamber. The helium cycle system absorbs the cooling energy released during the vaporization of liquid hydrogen and provides cooling for electronic equipment and the cockpit through an evaporative cooling system. The battery is fully charged by ground power before takeoff.
[0033] Ammonia is stored in liquid form, which is stored in the wings.
[0034] The liquid hydrogen storage chamber is located at the tail of the aircraft.
[0035] The helium cycle system includes an evaporator, a condenser, valves, and a compressor. Helium circulates and transfers heat within the helium cycle system. After liquid hydrogen exchanges heat with helium in the condenser, the helium absorbs the cooling energy generated by the vaporization of liquid hydrogen and becomes liquid helium. The liquid helium then enters the evaporator to provide cooling for electronic equipment and the cabin, and then returns to the condenser via the compressor.
[0036] The connection channel between the ammonia storage tank and the mixing chamber is equipped with a bypass, and the bypass contains a cracking chamber. The cracking chamber is equipped with a high-temperature environment and a catalyst to catalytically crack liquid ammonia to produce hydrogen.
[0037] A method for integrated power and thermal management of a new energy aircraft, using the aforementioned integrated power and thermal management system for a new energy aircraft, includes:
[0038] When the aircraft's power system is operating normally, if the aircraft's flight altitude is below 15,000 meters, the engine subsystem provides the main power for the aircraft's flight, and the fuel cell subsystem provides the electric motor for the aircraft's flight. If the aircraft's flight altitude is above 15,000 meters, the engine subsystem and the fuel cell subsystem jointly provide the main power for the aircraft's flight, while the fuel cell subsystem also provides the electric motor for the aircraft. At this time, the distribution of the main power for the aircraft's flight is calculated by the controller.
[0039] When the aircraft's power system is operating normally, it determines whether the hydrogen reserve is sufficient: if so, liquid hydrogen provides cooling to the helium cycle system, and the power system uses the mixed gas produced by hydrogen and ammonia in the mixing chamber as fuel; otherwise, ammonia will be catalytically cracked to produce hydrogen, and the power system uses the mixed gas produced by mixing the catalytically produced hydrogen with the remaining ammonia as fuel, and the engine bleed air directly provides cooling to the electronic equipment and the cockpit, and the helium cycle system is taken out of service.
[0040] If the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component is identified as follows: if the fault is in the engine subsystem, and the fuel cell subsystem is operating normally, the combustion chamber is shut down, and the hydrogen-ammonia mixture enters the fuel cell subsystem. The fuel cell subsystem provides the aircraft's flight power, while the battery provides electricity.
[0041] If the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component should be identified: if the engine subsystem is operating normally but the fuel cell subsystem is failing, the fuel cell subsystem inlet should be shut off, the engine subsystem should provide the aircraft's flight power, and the battery should provide electricity.
[0042] If the aircraft's power system malfunctions, and the fault is determined to be in the power system, the faulty components will be identified. If both the engine subsystem and the fuel cell subsystem are faulty, the battery will provide emergency flight power for the aircraft, and the aircraft will make an emergency landing.
[0043] Example 2:
[0044] An integrated aircraft power and thermal management system includes a power system, a fuel system, a helium cycle system, and provides cooling for electronic equipment and the cockpit.
[0045] The propulsion system includes an adjustable compressor stator engine and a hydrogen fuel cell, using an ammonia / hydrogen mixture as fuel. Throughout the flight, the SOFC (Solid Oxide Fuel Cell) is responsible for fully charging the battery for backup. The SOFC converts the ammonia / hydrogen mixture into a water-nitrogen mixture (H2O, N2) under conditions of an anode catalyst and temperatures above 600°C. The engine features an adjustable compressor stator, allowing the blade angle to be adjusted according to intake conditions, resulting in good performance under various operating environments and conditions. The ammonia / hydrogen mixture burns in the combustion chamber, and the engine outputs mechanical energy to power the aircraft. Below 15,000 meters, the engine provides power for flight, while the SOFC provides the necessary electrical power. Above 15,000 meters, the engine and SOFC jointly provide the primary power, with the controller calculating and distributing the power required by the engine and SOFC. The SOFC provides the necessary electrical power.
[0046] The fuel system consists of liquid hydrogen and liquid ammonia. Liquid ammonia is stored in the wings (liquid ammonia has small storage requirements and can be stored in existing wings), while liquid hydrogen is stored in the tail section (liquid hydrogen requires a more regular storage space). When the aircraft is on a long-haul flight and the liquid hydrogen storage is insufficient, the liquid ammonia can be decomposed to produce hydrogen (at 600-800℃, a metal catalyst catalytically decomposes it into H2 and N2), providing the aircraft with sufficient ammonia / hydrogen mixed gas fuel.
[0047] The helium cycle system includes an evaporator, condenser, valves, and compressor. Helium absorbs the cooling energy released during the vaporization of liquid hydrogen and provides cooling for electronic equipment and the cockpit through the evaporation cycle system. When the liquid hydrogen storage is depleted, the electronic equipment and cockpit are cooled by the engine turbine stage.
[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should be covered within the protection scope of the present invention.
Claims
1. An integrated power and thermal management system for new energy aircraft, characterized in that, It includes a power system, a fuel system, and a helium cycle system. The fuel system includes ammonia, hydrogen, and a mixing chamber. Ammonia and hydrogen are mixed in the mixing chamber before entering the power system. The power system includes an engine subsystem and a fuel cell subsystem. The ammonia-hydrogen mixture is burned in the combustion chamber of the engine subsystem to power the engine. The ammonia-hydrogen mixture is catalytically cracked at the anode catalyst of the SOFC in the fuel cell subsystem at temperatures above 600°C to produce a water-nitrogen mixture and electricity. Hydrogen is stored in liquid form in a liquid hydrogen storage chamber. The liquid hydrogen is transported from the storage chamber to the mixing chamber and exchanges heat with the helium cycle system. The helium cycle system absorbs the cooling energy released during the vaporization of liquid hydrogen and provides cooling for electronic equipment and the cabin through an evaporation cycle system.
2. The integrated power and thermal management system for a new energy aircraft according to claim 1, characterized in that, Ammonia is stored in liquid form, which is stored in the wings.
3. The integrated power and thermal management system for a new energy aircraft according to claim 2, characterized in that, The liquid hydrogen storage chamber is located at the tail of the aircraft.
4. The integrated power and thermal management system for a new energy aircraft according to claim 1, characterized in that, The helium cycle system includes an evaporator, a condenser, valves, and a compressor. Helium circulates and transfers heat within the helium cycle system. After liquid hydrogen exchanges heat with helium in the condenser, the helium absorbs the cooling energy generated by the vaporization of liquid hydrogen and becomes liquid helium. The liquid helium then enters the evaporator to provide cooling for electronic equipment and the cabin, and then returns to the condenser via the compressor.
5. The integrated power and thermal management system for a new energy aircraft according to claim 1, characterized in that, The connection channel between the ammonia storage tank and the mixing chamber is equipped with a bypass, and the bypass contains a cracking chamber. The cracking chamber is equipped with a high-temperature environment and a catalyst to catalytically crack liquid ammonia to produce hydrogen.
6. A method for integrated power and thermal management of a new energy aircraft, using an integrated power and thermal management system for a new energy aircraft as described in any one of claims 1-5, characterized in that, include: When the aircraft's power system is operating normally, if the aircraft's flight altitude is below 15,000 meters, the engine subsystem provides the main power for the aircraft's flight, and the fuel cell subsystem provides the electric motor for the aircraft's flight. If the aircraft's flight altitude is above 15,000 meters, the engine subsystem and the fuel cell subsystem jointly provide the main power for the aircraft's flight, while the fuel cell subsystem also provides the electric motor for the aircraft. At this time, the distribution of the main power for the aircraft's flight is calculated by the controller.
7. The integrated management method for power and thermal management of a new energy aircraft according to claim 6, characterized in that, When the aircraft's power system is operating normally, it determines whether the hydrogen reserve is sufficient: if so, liquid hydrogen provides cooling to the helium cycle system, and the power system uses the mixed gas produced by hydrogen and ammonia in the mixing chamber as fuel; otherwise, ammonia will be catalytically cracked to produce hydrogen, and the power system uses the mixed gas produced by mixing the catalytically produced hydrogen with the remaining ammonia as fuel, and the engine bleed air directly provides cooling to the electronic equipment and the cockpit, and the helium cycle system is taken out of service.
8. The integrated management method for power and thermal management of a new energy aircraft according to claim 6, characterized in that, If the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component is identified as follows: if the fault is in the engine subsystem, and the fuel cell subsystem is operating normally, the combustion chamber is shut down, and the hydrogen-ammonia mixture enters the fuel cell subsystem. The fuel cell subsystem provides the aircraft's flight power, while the battery provides electricity.
9. The integrated management method for power and thermal management of a new energy aircraft according to claim 6, characterized in that, If the aircraft's power system is not operating normally, and the fault is determined to be a power system failure, the faulty component should be identified: if the engine subsystem is operating normally but the fuel cell subsystem is failing, the fuel cell subsystem inlet should be shut off, the engine subsystem should provide the aircraft's flight power, and the battery should provide electricity.
10. The integrated management method for power and thermal management of a new energy aircraft according to claim 6, characterized in that, If the aircraft's power system malfunctions, and the fault is determined to be in the power system, the faulty components will be identified. If both the engine subsystem and the fuel cell subsystem are faulty, the battery will provide emergency flight power for the aircraft, and the aircraft will make an emergency landing.