CN219115720U - Electric propulsion system energy framework and aircraft - Google Patents
Electric propulsion system energy framework and aircraft Download PDFInfo
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- CN219115720U CN219115720U CN202223078785.3U CN202223078785U CN219115720U CN 219115720 U CN219115720 U CN 219115720U CN 202223078785 U CN202223078785 U CN 202223078785U CN 219115720 U CN219115720 U CN 219115720U
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Abstract
The utility model relates to an energy framework of an electric propulsion system and an aircraft, which belong to the technical field of aircraft power supply system design, and can reduce the requirement of the aircraft on the capacity of a main power generation system through the functional multiplexing of an APU (auxiliary power unit) system of a fuel cell, thereby reducing the extraction of the engine power of the aircraft and reducing the fuel consumption; the energy framework comprises a fuel cell APU system, an electric propulsion system, an original electric propulsion power supply system, airborne alternating current electric equipment and an airborne electric environmental control system; the fuel cell APU system is connected with the original electric propulsion power supply system in parallel and then connected with the electric propulsion system; the fuel cell APU system supplies power to the electric propulsion system alone or together with the original electric propulsion power supply system; the fuel cell APU system is connected with the airborne alternating current electric equipment through a DC/AC converter and provides the required alternating current for the airborne alternating current electric equipment; the fuel cell APU system is connected with the on-board electric environmental control system to supply energy to the on-board electric environmental control system, so that backup bleed air is provided for the aircraft.
Description
Technical Field
The utility model relates to the technical field of aircraft power supply system design, in particular to an electric propulsion system energy framework and an aircraft.
Background
The fuel cell APU takes the fuel cell as a core to realize the function of replacing the existing turbine APU, and a fuel cell system in the fuel cell APU system receives hydrogen from a hydrogen storage system and air from an air supply system and generates direct current electric energy by utilizing electrochemical reaction. The power transformation and distribution system converts the direct current output by the fuel cell into alternating current electric energy required by the airplane load and alternating current electric energy required by the air supply system. The air supply system provides the air source system of the aircraft with the required air energy through the electric compressor.
The electric propulsion system is a novel propulsion system which supplies power to single/multiple propulsion motors distributed on wings and a fuselage through a power supply and provides thrust by a motor-driven power device (an electric ducted fan, a propeller and the like), and can greatly reduce the fuel consumption and pollutant emission of the propulsion system.
Patent CN112339964a discloses a parallel gas-electric hybrid power system based on fuel cells, which mainly comprises a propeller, a natural gas engine and a reversible motor, wherein the propeller is connected with a gear box, reforming of fuel and heating of the fuel cells are realized by utilizing tail gas to generate power, and the parallel gas-electric hybrid power system is combined with the parallel gas-electric hybrid power system, and different modes of switching are realized through control of a valve so as to adapt to different sailing working conditions. However, the patent only considers the function of the fuel cell for supplying power to the power system, but does not fully play the potential of the fuel cell, namely, the function of providing backup power supply/air supply for the aircraft as an APU system.
Patent CN114728699a discloses an electrical frame for a hybrid thermal/electric propulsion aircraft and a dual engine aircraft comprising such a frame, comprising for each turboshaft engine: a high voltage DC propulsion power distribution network, a non-propulsion power distribution network connected to loads of the aircraft, and a power distribution network connected to loads of an electrical control system of the turboshaft engine, wherein these different networks share a plurality of energy supplies. Also, this patent only considers the function of the fuel cell to power the power system and does not fully exploit the fuel cell potential, i.e., as an APU system to provide backup power/air supply to the aircraft.
Patent GB2556063a discloses an auxiliary power unit for an aircraft based on a solid oxide fuel cell, comprising a solid oxide fuel cell, a compressor and a gas turbine and a thermoelectric generator, which can replace the original turbine APU of the aircraft to provide backup power and air supply for the aircraft. Patent EP03076810 discloses an Auxiliary Power Unit (APU) for an aircraft for providing electric power using solid oxide fuel cells. The solid oxide electrolyte of the fuel cell allows the reformed fuel to provide a catalyst for oxygen migration. An auxiliary power unit utilizing a solid oxide fuel cell powers the system of the aircraft to produce water for use on the aircraft. Waste exhaust energy is captured from the APU by the power recovery turbine. Reducing airport ramp noise and exhaust emissions. Patent US20220131165A1 discloses an aircraft power supply system, the method comprising generating auxiliary power by a fuel cell Auxiliary Power Unit (APU) and supplying the auxiliary power to an aircraft, generating primary electric power by the fuel cell and supplying primary electric power to the aircraft, and storing hydrogen in a hydrogen storage unit and supplying the hydrogen to the fuel cell APU. The three patents do not contemplate multiplexing the functions of the fuel cell APU, and when the functions of the APU are completed, the APU enters a standby mode, so that the efficiency improvement of the whole aircraft is less helped.
In summary, the fuel cell APU and the electric propulsion system architecture of the prior art are independent, and a unified consideration of a system level is not performed, so that the overall performance improvement effect of the aircraft is limited.
Accordingly, there is a need to develop an electric propulsion system energy architecture that addresses the deficiencies of the prior art to solve or mitigate one or more of the problems described above.
Disclosure of Invention
In view of the above, the utility model provides an electric propulsion system energy architecture and an aircraft, innovates the power supply architecture and the operation mode of the aircraft power supply system, and can be used for designing the power supply system of the full-electric/hybrid power propulsion aircraft, so as to achieve the purposes of reducing fuel consumption and carbon emission.
The utility model provides an energy framework of an electric propulsion system, which comprises a fuel cell APU system, an electric propulsion system, an original electric propulsion power supply system, airborne alternating current electric equipment and an airborne electric environmental control system;
the fuel cell APU system is connected with the original electric propulsion power supply system in parallel and then connected with the energy supply end of the electric propulsion system; the fuel cell APU system alone or in combination with the primary electric propulsion power system powers the electric propulsion system;
the fuel cell APU system is connected with the energy supply end of the airborne alternating current electric equipment through a DC/AC converter, and provides the required alternating current for the airborne alternating current electric equipment;
the fuel cell APU system is connected with the energy supply end of the airborne electric environmental control system to supply energy to the airborne electric environmental control system, so that backup bleed air is provided for the aircraft.
In the aspect and any possible implementation manner as described above, there is further provided an implementation manner, wherein the fuel cell APU system, the electric propulsion system, the primary electric propulsion power supply system and the onboard electric environmental control system are respectively connected with a power distribution system of the aircraft through a switch element; the airborne alternating current electric equipment is connected with the DC/AC converter and then connected with the power distribution system through a switch piece;
and the power distribution system controls the opening and closing actions of all the switch pieces according to the current aircraft state.
In aspects and any one of the possible implementations described above, there is further provided an implementation, the fuel cell APU system including a fuel cell leg and a lithium cell leg arranged in parallel;
when the fuel cell is in operation, the fuel cell branch is a current source and provides steady-state power; the lithium battery branch is a voltage source and provides transient power.
In aspects and any one of the possible implementations described above, there is further provided an implementation, the fuel cell leg including a fuel cell system, a DC/DC converter, an air compressor, and a hydrogen storage system;
the air compressor and the hydrogen storage system are connected with the input end of the fuel cell system;
the electric energy output end of the fuel cell system is connected with the input end of the DC/DC converter; and the output end of the DC/DC converter is connected with the lithium battery branch.
Aspects and any one of the possible implementations as described above, further providing an implementation, the lithium battery branch including a lithium battery system and a bi-directional DC/DC converter;
the output end of the lithium battery system is connected with the input end of the bidirectional DC/DC converter; the output end of the bidirectional DC/DC converter is connected with the fuel cell branch circuit.
In the aspect and any possible implementation manner described above, there is further provided an implementation manner, where the primary electric propulsion power supply system is a high-voltage direct current power generation system.
In accordance with aspects and any one of the possible implementations described above, there is further provided an implementation, the electric propulsion system including a propulsion motor controller, a propulsion motor, and a power device connected in sequence; the propulsion motor controller is connected with the fuel cell APU system and the original electric propulsion power supply system at the same time.
In aspects and any one of the possible implementations described above, there is further provided an implementation, the power device is an electric ducted fan.
In aspects and any one of the possible implementations described above, there is further provided an implementation, the on-board electrical climate control system including an electric air compressor providing air flow to an aircraft air supply system and an air conditioning system, the electric air compressor being connected to the fuel cell APU system.
In another aspect, the utility model provides an aircraft employing an electric propulsion system energy architecture as described in any one of the preceding claims.
The method for supplying energy by adopting the electric propulsion system energy framework comprises the following steps:
aircraft ground service phase: the fuel cell APU system provides electric energy for the airborne alternating current electric equipment and the airborne electric environmental control system simultaneously;
aircraft taxiing phase: the fuel cell APU system simultaneously provides electric energy for the electric propulsion system, the airborne electric environmental control system and the airborne alternating current electric equipment;
aircraft take-off, climb, cruise or descent landing phases: the fuel cell APU system is connected with the original electric propulsion power supply system in parallel and then supplies energy to the electric propulsion system; simultaneously, the fuel cell APU system provides electric energy for the airborne alternating current electric equipment and the airborne electric environmental control system;
single-shot failure stage of the aircraft: the fuel cell APU system provides electric energy for the airborne alternating current electric equipment and the airborne electric environmental control system simultaneously.
The power supply system acquires an airplane state signal from an airplane flight control system in real time, and controls the communication states of the fuel cell APU system, the original electric propulsion power supply system, the airborne alternating current electric equipment, the airborne electric environmental control system and the electric propulsion system according to the airplane state signal.
Compared with the prior art, one of the technical schemes has the following advantages or beneficial effects: the power supply architecture of the electric propulsion system based on the fuel cell APU performs unified design consideration with the electric propulsion system architecture through the function multiplexing of the fuel cell APU, so that the operation time of the fuel cell is prolonged, the consumption of fossil energy is reduced, and the energy conservation and emission reduction targets in the aviation field are realized;
the other technical scheme has the following advantages or beneficial effects: according to the technical scheme, energy conservation and emission reduction can be realized, the requirement of the aircraft on the capacity of the main power generation system is further reduced through the functional multiplexing of the fuel cell APU system, so that the extraction of the power of the engine of the aircraft is reduced, and the fuel consumption of the engine is further reduced.
Of course, it is not necessary for any of the products embodying the utility model to achieve all of the technical effects described above at the same time.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a fuel cell APU-based electric propulsion system power architecture, as provided by one embodiment of the utility model.
Detailed Description
For a better understanding of the technical solution of the present utility model, the following detailed description of the embodiments of the present utility model refers to the accompanying drawings.
It should be understood that the described embodiments are merely some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
The utility model provides a power supply architecture of an electric propulsion system based on a fuel cell APU (Auxiliary power unit ), wherein direct current generated by the fuel cell APU system can be converted into alternating current required by airborne alternating current electric equipment through a DC-AC converter under the working condition of ground and aerial single failure, and the alternating current can be used as a backup power supply of an airborne power supply system and can supply power to an electric air compressor so as to provide backup air entraining for an aircraft, so that the power supply and air supply functions of an original turbine APU of the aircraft can be realized. In addition, the fuel cell APU system supplies power to the propulsion motor system through the power distribution system, the propulsion motor converts electric energy into mechanical energy, and power devices such as an electric duct fan and the like are driven to provide thrust for the aircraft, so that the functional multiplexing of the fuel cell APU system is realized. The original turbine APU is generally only used for supplying power to an onboard load, and has insufficient power supply capacity, so that the power driving of a propulsion system cannot be realized in practice. In theory, after the gas engine APU is improved (electric power extraction is increased), the reuse of the electric propulsion function similar to the utility model can be realized, but the engineering has no economic benefit; the utility model can improve the system efficiency and reduce the emission based on the APU+ electric propulsion of the fuel cell.
The utility model relates to an electric propulsion system power supply architecture based on a fuel cell APU, which has the following operation modes in the whole operation process of an airplane:
(1) Ground service stage: the fuel cell APU system realizes the power supply/air supply function of the aircraft APU system;
(2) Slide in/slide out phase: the fuel cell APU system replaces the original APU to realize the power supply/air supply function of the original APU, and is connected with the electric propulsion system to supply power to the electric propulsion system to realize function multiplexing; the electric propulsion system here refers to the propulsion motor controller, propulsion motor and power unit of fig. 1;
(3) Take-off, climb, cruise, descent landing phases: the aircraft high-voltage direct current power generation system and the fuel cell APU system are operated in parallel to supply power for the electric propulsion system, so that further function multiplexing is realized;
(4) Single failure stage: the fuel cell APU system implements the aircraft APU system power/air supply functions.
The fuel cell APU system in this power architecture has two modes of operation: an "electric propulsion mode" and an "APU mode". In the electric propulsion mode, after the combination of the main generator system (i.e. the high-voltage direct-current power generation system in fig. 1) and the fuel cell APU system is connected in parallel, the electric power is supplied to the propulsion motor system through the distribution board box, and the propulsion motor converts the electric energy into mechanical energy to provide shaft power for the electric ducted fan, so that thrust is provided for the taxiing of the aircraft on the ground and the flying in the air. In the APU mode, the fuel cell APU system supplies power to the DC-AC inverter through the distribution board box, so that three-phase alternating current electric energy is provided for the alternating current electric equipment on the aircraft, and meanwhile, direct current electric energy is provided for the electric air compressor, so that air flow required by main starting and air conditioning package is provided for the aircraft air source system.
In one embodiment of the present utility model, an electric propulsion system power architecture based on a fuel cell APU is provided, the power architecture based on a conventional aircraft being shown in fig. 1. The high-voltage direct current power generation system, the onboard alternating current electric equipment, the fuel cell APU system, the electric propulsion system and the onboard electric environmental control system of the aircraft are all connected to the same main line through switch pieces, and different working modes and functions are realized by adjusting the opening and closing states of the switch pieces. And a DCAC converter is also arranged between the airborne alternating current electric equipment and the corresponding switch piece in series. Each switch piece is electrically connected with a power distribution system, and the power distribution system controls the opening and closing actions of each switch piece according to the current state of the aircraft.
Further, the function of the electric propulsion system power architecture based on the fuel cell APU is described in detail as follows:
(1) Ground service phase
When the aircraft is in a ground state, the fuel cell APU system can realize the functions of backup power supply and power supply to backup bleed air of the aircraft APU system before the main engine is started, namely, the blocking switches S2, S3 and S5 in fig. 1 are closed. At this time, the fuel cell and the lithium cell in the fuel cell APU system are powered in parallel, the fuel cell is a current source, the lithium cell is a voltage source, the fuel cell provides steady-state power, and the lithium cell provides transient power; the DC-AC converter works in an inversion mode to convert direct-current electric energy into alternating-current electric energy and provide backup power supply; and simultaneously, the power is supplied to the airborne electric environmental control system to realize backup air entraining.
In this stage, the flight control system determines the state of the engine in real time, and when it is determined that the engine state is started and in a slip state, the switching elements S2, S3, S4, and S5 in fig. 1 are closed, and S1 is opened.
(2) Slide-out/slide-in phase
When the aircraft slides out/in on the ground, the fuel cell APU system provides electric energy for the electric propulsion system to drive the propulsion motor to provide shaft power for the power device to realize the electric propulsion sliding function, and can realize the backup power supply of the aircraft APU system and the function of supplying power to backup bleed air, namely, the switches S2, S3, S4 and S5 in the figure 1 are closed. At this time, the fuel cell and the lithium cell in the fuel cell APU system are powered in parallel, the fuel cell is a current source, the lithium cell is a voltage source, the fuel cell provides steady-state power, and the lithium cell provides transient power; the propulsion motor provides shaft power to the power plant; the DC-AC converter works in an inversion mode to convert direct-current electric energy into alternating-current electric energy and provide backup power supply; the distribution board box simultaneously supplies power to the electric air compressor to realize backup bleed air.
In this stage, the flight control system determines the state of the aircraft in real time, and when determining that the aircraft is in a take-off, climb, cruise or descent landing state, the switching elements S1, S2, S3 and S4 in fig. 1 are closed, and S5 is opened; when the aircraft is judged to be in the ground service state, the switch pieces S2, S3 and S5 in the figure 1 are closed, and the switch pieces S1 and S4 are opened; when it is determined that the aircraft has a single failure fault, the switching elements S2, S3 and S5 in fig. 1 are closed, and S1 and S4 are opened.
(3) Landing stage of take-off, climbing, cruising and descending
During the take-off, climb, cruise and descent landing phases of the aircraft, the fuel cell APU system and the main power generation system (high voltage direct current power generation system) of the aircraft simultaneously supply electric energy to the electric propulsion system to drive the propulsion motor to supply shaft power to the power device, i.e. to close the switches S1, S2, S3, S4 and S5 in fig. 1. At this time, the main power generation system, the lithium battery system and the fuel cell are powered in parallel, the power generation system and the fuel cell both provide steady-state power for the current source, and the lithium battery is a voltage source and provides/absorbs transient power; the propulsion motor provides shaft power to the power plant.
In this stage, the flight control system determines the state of the aircraft in real time, and when it is determined that the aircraft is in a slip-out/slip-in state, the switching elements S2, S3, S4 and S5 in fig. 1 are closed, and S1 is opened; when it is determined that the aircraft has a single failure fault, the switching elements S2, S3 and S5 in fig. 1 are closed, and S1 and S4 are opened.
(4) Single failure stage
When the aircraft has a single-shot failure fault, the fuel cell APU system can realize the functions of backup power supply and power supply to the backup bleed air of the aircraft APU system, namely, the switches S2, S3 and S5 in the figure 1 are closed. At the moment, the main power generation system stops running, the fuel cell and the lithium battery are powered in parallel, the fuel cell is a current source, the lithium battery is a voltage source, the fuel cell provides steady-state power, and the lithium battery provides transient power; the DC-AC converter works in an inversion mode to convert direct-current electric energy into alternating-current electric energy and provide backup power supply; the distribution board box simultaneously supplies power to the electric air compressor to realize backup bleed air.
The fuel cell APU system of the present utility model may be implemented using an aviation fuel cell of conventional architecture, such as the one shown in the dashed box of fig. 1, comprising two parallel fuel cells and lithium cells. The maximum output power of the fuel cell APU system should not be lower than 184kW, the lithium battery capacity should not be lower than 1.76kWh, the hydrogen storage system should meet the requirement that the output electric energy of the fuel cell is not lower than 491.65kWh, and specific index parameters for the output electric energy and the gas energy should meet the requirements of relevant standard specifications and be consistent with the power supply system and the gas source system of the aircraft.
The power supply framework and the energy supply method based on the fuel cell APU electric propulsion system can be applied to the aircraft model of a general power supply structure and can also be applied to the power supply framework of the current novel multi-electric aircraft. When the power supply system is applied to the power supply framework of the multi-electric aircraft, the operation mode is approximately the same as that described above, and the difference is that in the take-off, climbing, cruising and descending landing stages, the difference is caused by the difference of the functional frameworks of the original electric propulsion systems of the two aircraft, but the functional concepts are the same, and the fuel cell APU system and the original electric propulsion system of the aircraft are used for supplying power to the electric propulsion systems together, and meanwhile, the fuel cell is also used for realizing the APU function and realizing the functional multiplexing of the fuel cell APU system.
The energy supply method of the energy source framework of the electric propulsion system provided by the embodiment of the application is described in detail. The above description of embodiments is only for aiding in understanding the method of the present application and its core ideas; meanwhile, as those skilled in the art will have modifications in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a product or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such product or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a commodity or system comprising such elements. By "substantially" is meant that within an acceptable error range, a person skilled in the art is able to solve the technical problem within a certain error range, substantially achieving the technical effect.
Claims (10)
1. The energy framework of the electric propulsion system is characterized by comprising a fuel cell APU system, an electric propulsion system, an original electric propulsion power supply system, airborne alternating current electric equipment and an airborne electric environmental control system;
the fuel cell APU system is connected with the original electric propulsion power supply system in parallel and then connected with the energy supply end of the electric propulsion system;
the fuel cell APU system is connected with the energy supply end of the airborne alternating current electric equipment through a DC/AC converter;
and the fuel cell APU system is connected with the energy supply end of the airborne electric environmental control system.
2. The electric propulsion system energy architecture of claim 1, wherein the fuel cell APU system, the electric propulsion system, the primary electric propulsion power supply system, and the onboard electric climate control system are each connected to an aircraft power distribution system via a switch element; and the airborne alternating current electric equipment is connected with the DC/AC converter and then connected with the power distribution system through a switch piece.
3. An electric propulsion system energy architecture as claimed in claim 1, wherein the fuel cell APU system includes a fuel cell leg serving as a current source and a lithium cell leg serving as a voltage source arranged in parallel.
4. An electric propulsion system energy architecture as claimed in claim 3 wherein the fuel cell legs include a fuel cell system, a DC/DC converter, an air compressor and a hydrogen storage system;
the air compressor and the hydrogen storage system are connected with the input end of the fuel cell system;
the output end of the fuel cell system is connected with the input end of the DC/DC converter; and the output end of the DC/DC converter is connected with the lithium battery branch.
5. An electric propulsion system energy architecture as claimed in claim 3 wherein the lithium battery branch comprises a lithium battery system and a bi-directional DC/DC converter;
the output end of the lithium battery system is connected with the input end of the bidirectional DC/DC converter; the output end of the bidirectional DC/DC converter is connected with the fuel cell branch circuit.
6. An electric propulsion system energy architecture as claimed in claim 1, wherein the primary electric propulsion power supply system is a high voltage direct current power generation system.
7. An electric propulsion system energy architecture as claimed in claim 1, wherein the electric propulsion system includes a propulsion motor controller; the propulsion motor controller is connected with the fuel cell APU system and the original electric propulsion power supply system at the same time.
8. The electric propulsion system energy architecture of claim 7, further comprising a propulsion motor and a power plant, the propulsion motor controller, the propulsion motor, and the power plant being connected in sequence; the power device is an electric ducted fan.
9. An electric propulsion system energy architecture as claimed in claim 1 wherein the on-board electrical climate control system includes an electric air compressor connected to the fuel cell APU system.
10. An aircraft employing the electric propulsion system energy architecture of any one of claims 1-9.
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| CN202223078785.3U CN219115720U (en) | 2022-11-18 | 2022-11-18 | Electric propulsion system energy framework and aircraft |
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| CN202223078785.3U CN219115720U (en) | 2022-11-18 | 2022-11-18 | Electric propulsion system energy framework and aircraft |
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