WO2023246848A1 - 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法 - Google Patents

双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法 Download PDF

Info

Publication number
WO2023246848A1
WO2023246848A1 PCT/CN2023/101628 CN2023101628W WO2023246848A1 WO 2023246848 A1 WO2023246848 A1 WO 2023246848A1 CN 2023101628 W CN2023101628 W CN 2023101628W WO 2023246848 A1 WO2023246848 A1 WO 2023246848A1
Authority
WO
WIPO (PCT)
Prior art keywords
superconducting motor
temperature superconducting
temperature
hydrogen
liquid
Prior art date
Application number
PCT/CN2023/101628
Other languages
English (en)
French (fr)
Inventor
张春伟
柴栋栋
马利亚
马军强
陈静
李山峰
曲捷
赵康
周博文
Original Assignee
北京航天试验技术研究所
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 北京航天试验技术研究所 filed Critical 北京航天试验技术研究所
Publication of WO2023246848A1 publication Critical patent/WO2023246848A1/zh

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K55/00—Dynamo-electric machines having windings operating at cryogenic temperatures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/20—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil wherein the cooling medium vaporises within the machine casing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/225—Heat pipes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to the technical field of cooling superconducting motors, and specifically refers to a cooling device and method for a hydrogen-powered aircraft high-temperature superconducting motor with double evaporation and condensation cycles.
  • Hydrogen energy aircraft will adopt a hybrid electric drive architecture based on hydrogen turbine engines, which will be more diversified in form and facilitate the integration of emerging technologies such as high-power fuel cells and high-temperature superconducting electric drives.
  • Cryogenic technology is a key technology for the application of hydrogen aircraft.
  • high-temperature superconducting motors in hydrogen-powered aircraft need to operate in low-temperature environments to maximize output power.
  • Traditional high-temperature superconducting motor cooling solutions mainly provide cooling capacity by low-temperature refrigerators or vaporized low-temperature media (immersion cooling), which are not suitable for the application environment on hydrogen aircraft.
  • the purpose of the invention is to provide a cooling device for a superconducting motor of a hydrogen-powered aircraft with double evaporation and condensation cycles, using liquid hydrogen fuel in a hydrogen-powered aircraft as the cold source of the superconducting motor, and designing a double evaporation-condensation heat transfer structure to realize self-liquification of cooling capacity.
  • the efficient transfer of hydrogen to superconducting motors ensures the operating environment of high-temperature superconducting motors.
  • the present invention provides a double evaporation and condensation cycle hydrogen energy aircraft high-temperature superconducting motor cooling device, which includes a liquid hydrogen pipeline, a liquid nitrogen pipeline, a fuel cell, an adiabatic Dewar, and a device built into the adiabatic Dewar.
  • the low-temperature heat pipe, liquid hydrogen heat exchanger and high-temperature superconducting motor the liquid hydrogen pipeline is connected to the liquid hydrogen heat exchanger and the fuel cell in turn to provide cooling capacity for the liquid hydrogen heat exchanger and fuel cell;
  • the liquid nitrogen pipeline is connected in turn Connect the low-temperature stop valve and the adiabatic Dewar to fill the inside of the adiabatic Dewar with liquid nitrogen medium;
  • the adiabatic Dewar is connected to an external safety valve through the pipeline to release the internal overpressure nitrogen;
  • the main body of the high-temperature superconducting motor With cooling end and high temperature superconducting The cooling end of the motor and the main body of the high-temperature superconducting motor are both immersed in the liquid nitrogen medium;
  • the evaporation section and the condensation section of the low-temperature heat pipe are respectively connected to the cooling end of the high-temperature superconducting motor and the liquid hydrogen heat exchanger, thereby forming an internal evaporation and condensation cycle;
  • the liquid hydrogen The heat exchanger is
  • the low-temperature heat pipe is divided into three parts: an evaporation section, an adiabatic section and a condensation section. Except for the evaporation section and the condensation section connecting the cooling end of the high-temperature superconducting motor and the liquid hydrogen heat exchanger, the rest are adiabatic sections.
  • the connections between the low-temperature heat pipe, the cooling end of the high-temperature superconducting motor and the liquid hydrogen heat exchanger adopt an integrated design to minimize contact thermal resistance.
  • the low-temperature heat pipe adopts a pulsating heat pipe suitable for liquid hydrogen temperature range.
  • the liquid level height of the liquid nitrogen inside the insulated Dewar does not exceed the insulated section of the low-temperature heat pipe.
  • the working fluid in the liquid hydrogen pipeline comes from the liquid hydrogen fuel in the hydrogen aircraft.
  • the present invention provides a method for cooling a hydrogen-powered aircraft high-temperature superconducting motor using any of the cooling devices described in the first aspect.
  • the specific method is as follows: opening the low-temperature stop valve in advance and passing liquid nitrogen through the liquid nitrogen pipe. The path is injected into the adiabatic Dewar, soaking the cooling end of the high-temperature superconducting motor and the main body of the high-temperature superconducting motor; the fuel cell starts to operate, and the generated electricity drives the main body of the high-temperature superconducting motor through the cable, and the heat generated during the working process is transferred to the high-temperature superconducting motor.
  • three operating modes are adopted according to different working conditions:
  • the heat inside the cooling end of the high-temperature superconducting motor is transferred to the liquid hydrogen heat exchanger through the evaporation and condensation cycle inside the low-temperature heat pipe;
  • the liquid hydrogen fuel enters the liquid hydrogen heat exchanger through the liquid hydrogen pipeline and absorbs the low temperature
  • the heat transferred by the heat pipe vaporizes, and then continues to cool the fuel cell, improving its power generation efficiency;
  • the liquid nitrogen in the high-insulation Dewar absorbs the heat of the high-temperature superconducting motor and quickly vaporizes, ensuring that the cooling end of the high-temperature superconducting motor and the main body of the high-temperature superconducting motor are both in the required operating temperature zone. And high After the pressure inside the adiabatic Dewar rapidly rises to exceed the pressure threshold, the overpressure nitrogen is discharged through the safety valve.
  • the present invention Compared with the existing technology, the present invention has outstanding and beneficial technical effects: it uses the latent heat of vaporization of the liquid hydrogen fuel in the hydrogen aircraft as the cold source of the superconducting motor, avoiding the power consumption, weight and complexity caused by the use of low-temperature refrigerators. degree and other issues; the internal evaporation and condensation cycle can meet the cooling needs of the superconducting motor during normal operation, and the external evaporation and condensation cycle can supplement the cooling capacity of the device when the internal evaporation and condensation cycle is damaged or cannot meet the demand.
  • the coupling of the two effectively increases the cooling device Adaptability to complex environments; when the supply of liquid hydrogen is interrupted for a short period of time, the liquid nitrogen absorbs the heat of the high-temperature superconducting motor and vaporizes, ensuring the continuous operation of the high-temperature superconducting motor in extreme environments.
  • Figure 1 is a schematic structural diagram of a hydrogen aircraft high-temperature superconducting motor cooling device with double evaporation and condensation cycles according to the present invention.
  • liquid hydrogen pipeline 1 liquid hydrogen heat exchanger 2
  • fuel cell 3 high temperature superconducting motor cooling end 4
  • high temperature superconducting motor body 5
  • low temperature heat pipe 6 adiabatic Dewar 7
  • liquid nitrogen 8 cable 9.
  • Liquid nitrogen pipeline 10 low temperature stop valve 11, safety valve 12.
  • a dual evaporation and condensation cycle hydrogen energy aircraft high-temperature superconducting motor cooling device including a liquid hydrogen pipeline 1, a liquid hydrogen heat exchanger 2, Fuel cell 3. High-temperature superconducting motor cooling end 4. High-temperature superconducting motor body 5. Low-temperature heat pipe 6. High-insulation Dewar 7. Liquid nitrogen 8. Cable 9. Liquid nitrogen pipeline 10. Low-temperature stop valve 11. Safety valve 12.
  • the cooling device below The specific connection forms and working principles of each component are described in detail.
  • the liquid hydrogen pipeline 1 and the liquid nitrogen pipeline 10 are respectively used to input liquid hydrogen working fluid and liquid nitrogen working fluid into the cooling device.
  • the working fluid in the liquid hydrogen pipeline 1 comes from the liquid hydrogen fuel in the hydrogen-powered aircraft, and the working fluid in the liquid nitrogen pipeline 10 can be additionally added to the hydrogen-powered aircraft.
  • the liquid hydrogen pipeline 1 is connected to the liquid hydrogen heat exchanger 2 and the fuel cell 3 in sequence.
  • the liquid hydrogen working fluid inside it can flow into the liquid hydrogen heat exchanger 2 and the fuel cell 3 in sequence.
  • the latent heat of vaporization of the liquid hydrogen is converted into liquid hydrogen.
  • Heat exchanger 2 and fuel cell 3 provide cooling capacity.
  • the liquid nitrogen pipeline 10 is connected to the low-temperature stop valve 11 and the adiabatic Dewar 7 in sequence, and is used to fill the inside of the adiabatic Dewar 7 with liquid nitrogen medium.
  • the filling process of liquid nitrogen can be through the low-temperature stop valve on the liquid nitrogen pipeline 10 11 switch to adjust.
  • the entire insulating Dewar 7 should be kept airtight, and a high insulating Dewar with the best possible insulation properties should be used. Since the insulating Dewar 7 contains liquid nitrogen inside, in order to prevent danger caused by excessive internal pressure, a safety valve 12 is provided on the insulating Dewar 7 to ensure the safety of the internal pressure.
  • the inner cavity of the adiabatic Dewar 7 is externally connected to a safety valve 12 through a pipeline. When the pressure in the inner cavity exceeds the safety range, the overpressure nitrogen inside can be released by opening the safety valve 12.
  • the high-temperature superconducting motor of a hydrogen-powered aircraft releases a large amount of heat during operation, so cryogenic cooling is required.
  • the high-temperature superconducting motor can be divided into a main part for providing driving power and a cooling end installed on the main part for heat dissipation and cooling of the main part, which are respectively called high-temperature superconducting motor cooling end 4 and high-temperature superconducting motor main body 5 .
  • the liquid level of the liquid nitrogen 8 needs to be higher than the high temperature superconducting motor cooling end 4 and the high temperature superconducting motor main body. 5, so that the cooling end 4 of the high-temperature superconducting motor and the main body 5 of the high-temperature superconducting motor are both immersed in the liquid nitrogen 8 medium.
  • a double evaporation and condensation heat transfer structure is designed to achieve efficient transfer of cold energy from liquid hydrogen to the superconducting motor.
  • a low-temperature heat pipe 6 including an evaporation section, an adiabatic section and a condensation section is provided between the cooling end 4 of the high-temperature superconducting motor and the liquid hydrogen heat exchanger 2.
  • the evaporation section and the condensation section are located at both ends of the low-temperature heat pipe 6.
  • the evaporation section and the condensation section of the heat pipe 6 are respectively connected to the cooling end 4 of the high-temperature superconducting motor and the liquid hydrogen heat exchanger 2.
  • the high-temperature superconducting motor cooling end 4 and the liquid hydrogen heat exchanger 2 can realize efficient energy transfer between the two through the evaporation and condensation of the working fluid inside the low-temperature heat pipe 6, thereby forming an internal evaporation and condensation cycle.
  • the internal evaporation and condensation cycle is mainly used for To meet the cooling needs of high-temperature superconducting motors during normal operation.
  • abnormal operating conditions may occur due to various factors, including damage to the low-temperature heat pipe 6 or a sudden increase in power of the high-temperature superconducting motor body 5, and a short-term interruption in the supply of liquid hydrogen. These abnormal working conditions may cause the high-temperature superconducting motor to be unable to quickly dissipate heat through the low-temperature heat pipe 6, and part of the heat is accumulated in the high-temperature superconducting motor.
  • the liquid hydrogen heat exchanger 2 is arranged above the liquid level of the liquid nitrogen 8, and no thermal insulation treatment is performed on the outside, so that the nitrogen gas that rises due to evaporation by heat can be directly cooled and re-condensed into the liquid nitrogen 8 and Returns to the liquid phase working medium area below, thus forming an external evaporation and condensation cycle.
  • this external evaporation and condensation cycle when the cooling end 4 of the high-temperature superconducting motor and the main body 5 of the high-temperature superconducting motor are added to accumulate heat, since they are immersed in the liquid nitrogen 8, their heat can be quickly absorbed by the liquid nitrogen 8. Nitrogen 8 enters the gas phase space after vaporization.
  • the nitrogen will be re-condensed and refluxed at the low temperature of the liquid hydrogen; if the liquid hydrogen heat exchanger 2 is cut off due to liquid hydrogen supply, If it cannot work normally due to other reasons, the nitrogen will be discharged from the safety valve 12 after accumulating to a certain pressure.
  • the power supply of the high-temperature superconducting motor main body 5 can be provided by the fuel cell 3, and the high-temperature superconducting motor main body 5 can be connected to the fuel cell 3 through the cable 9 to draw power.
  • the liquid hydrogen fuel enters the liquid hydrogen heat exchanger 2 through the liquid hydrogen pipeline 1, absorbs the heat transferred by the low-temperature heat pipe 6 and vaporizes. After vaporization, the fuel cell 3 can continue to be cooled, reducing the fuel cell 3 The operating temperature improves the power generation efficiency of the fuel cell 3.
  • the low-temperature heat pipe 6 is an adiabatic section to ensure internal insulation performance.
  • the connection points between the low-temperature heat pipe 6, the liquid hydrogen heat exchanger 2, and the high-temperature superconducting motor cooling end 4 are preferably designed in an integrated manner.
  • the low-temperature heat pipe 6 can be a pulsating heat pipe suitable for the liquid hydrogen temperature zone.
  • liquid hydrogen heat exchanger 2 needs to be a certain distance above the liquid level of the liquid nitrogen 8 and can generally be arranged at the top of the inner cavity of the insulated Dewar 7 .
  • liquid level height of the liquid nitrogen 8 inside the insulating Dewar 7 should not exceed the insulation section of the low-temperature heat pipe 6 to prevent it from affecting the operation of the low-temperature heat pipe 6 .
  • the present invention can further provide a cooling method for a hydrogen aircraft high-temperature superconducting motor using a double evaporation and condensation cycle, which sets three different operations according to different working conditions of the high-temperature superconducting motor. model.
  • the high-temperature superconducting motor is in normal operation and liquid hydrogen is supplied normally.
  • Operation mode one is used.
  • Operation mode two is used when liquid hydrogen is supplied normally but the low-temperature heat pipe 6 cannot meet the heat dissipation requirements of the high-temperature superconducting motor cooling end 4.
  • Operation mode three is used when the supply of liquid hydrogen is interrupted for a short time.
  • the three operating modes are as follows:
  • Liquid nitrogen 8 enters the high-insulation Dewar 7 through the liquid nitrogen pipeline 10 and the low-temperature stop valve 11, and soaks the high-temperature superconducting motor cooling end 4 and the high-temperature superconducting motor main body 5; the fuel cell 3 starts to operate , the generated electric energy drives the high-temperature superconducting motor main body 5 to work through the cable 9.
  • the heat generated during the working process is transferred to the high-temperature superconducting motor cooling end 4, and the high-temperature superconducting motor operates normally; the heat inside the high-temperature superconducting motor cooling end 4 passes through The evaporation and condensation cycle inside the low-temperature heat pipe 6 is transferred to the liquid hydrogen heat exchanger 2; the liquid hydrogen fuel enters the liquid hydrogen heat exchanger 2 through the liquid hydrogen pipeline 1, absorbs the heat transferred by the low-temperature heat pipe and vaporizes, and then continues to cool the fuel cell. 3. Improve its power generation efficiency.
  • Liquid nitrogen 8 enters the high-insulation Dewar 7 through the liquid nitrogen pipeline 10 and the low-temperature stop valve 11, and soaks the high-temperature superconducting motor cooling end 4 and the high-temperature superconducting motor main body 5; the fuel cell 3 starts running , the generated electric energy drives the high-temperature superconducting motor main body 5 to work through the cable 9.
  • the heat generated during the working process is transferred to the high-temperature superconducting motor cooling end 4, and the high-temperature superconducting motor operates normally; the heat inside the high-temperature superconducting motor cooling end 4 passes through The evaporation and condensation cycle inside the low-temperature heat pipe 6 is transferred to the liquid hydrogen heat exchanger 2; when the low-temperature heat pipe 6 is damaged or the power of the high-temperature superconducting motor body 5 suddenly increases, the low-temperature heat pipe 6 cannot satisfy the heat dissipation of the cooling end 4 of the high-temperature superconducting motor.
  • the liquid nitrogen 8 absorbs heat and vaporizes, then rises to the gas phase space, and after contacting the liquid hydrogen heat exchanger 2, condenses into liquid nitrogen and flows into the liquid nitrogen 8 below under the action of gravity; the liquid hydrogen fuel passes through the liquid hydrogen pipe Path 1 enters the liquid hydrogen heat exchanger 2, absorbs the heat transferred by the low-temperature heat pipe and vaporizes, and then continues to cool the fuel cell 3 to improve its power generation efficiency.
  • the heat generated during the working process is transferred to the high-temperature superconducting motor cooling end 4, and the high-temperature superconducting motor operates normally; when the supply of liquid hydrogen is cut off for a short time, the high adiabatic
  • the liquid nitrogen 8 in the tile 7 absorbs the heat of the high-temperature superconducting motor and vaporizes rapidly to ensure that the cooling end 4 of the high-temperature superconducting motor and the main body 5 of the high-temperature superconducting motor are in the preset reasonable operating temperature zone.
  • the high-insulation Dewar 7 internal The pressure rises rapidly, and at this time the overpressure nitrogen can be discharged through the safety valve 12.

Abstract

本发明公开了一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法。本发明采用氢能飞机中液氢燃料的汽化潜热作为超导电机的冷源，避免了使用低温冷机所带来的功耗、重量和复杂度等问题；内部蒸发冷凝循环可满足超导电机常规运行时的冷却需求，外部蒸发冷凝循环可在内部蒸发冷凝循环损坏或不能满足需求时作为装置冷却能力的补充，两者耦合有效增加冷却装置对复杂环境的适应性；在液氢短时间断供时，液氮吸收高温超导电机的热量并汽化，保证高温超导电机在极端环境下的连续运行。

Description

双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法 技术领域
本发明涉及超导电机的冷却技术领域，特指一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法。
背景技术
随着我国双碳政策的快速推广，氢能凭借零碳排放、能量密度高等特点成为了重要的清洁能源。在航空运输领域，采用液氢作为燃料的氢能飞机已成为我国未来的重点布局方向，对航空运输业碳排放的缩减具有重要意义。氢能飞机将采用基于氢涡轮发动机的混合动力电驱动架构，在形式上更加多样化，便于结合大功率燃料电池和高温超导电驱动等新兴技术。
低温技术是氢能飞机实现应用的关键技术。一方面，需要构建液氢燃料无损存储技术体系，延长液氢的存储时间；另一方面，氢能飞机中的高温超导电机等均需在低温环境下运行，以更大化输出功率。传统的高温超导电机冷却方案主要由低温冷机或汽化的低温介质(浸没式冷却)提供冷量，不适于氢能飞机上的应用环境。
发明内容
本发明的目的是提供一种双蒸发冷凝循环的氢能飞机超导电机冷却装置，采用氢能飞机中液氢燃料作为超导电机的冷源，设计双蒸发冷凝传热结构实现冷量自液氢到超导电机之间的高效传递，保证高温超导电机的运行环境。
本发明拟用如下技术方案实现本发明的目的：
第一方面，本发明提供了一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其包括液氢管路、液氮管路、燃料电池、绝热杜瓦以及内置于绝热杜瓦中的低温热管、液氢换热器和高温超导电机；液氢管路依次连接液氢换热器和燃料电池，用于为液氢换热器和燃料电池提供冷量；液氮管路依次连接低温截止阀和绝热杜瓦，用于向绝热杜瓦内部充注液氮介质；绝热杜瓦通过管路外接安全阀，用于释放内部的超压氮气；所述高温超导电机的主体上带有冷却端，且高温超导 电机冷却端和高温超导电机主体均浸没在液氮介质中；低温热管蒸发段和冷凝段分别连接高温超导电机冷却端和液氢换热器，从而构成内部蒸发冷凝循环；所述液氢换热器位于液氮液面上方，且外部不进行绝热处理从而能直接冷却因受热蒸发而上升的氮气，使其重新冷凝为液氮回流，从而构成外部蒸发冷凝循环；高温超导电机主体通过线缆与燃料电池连接，由燃料电池进行供电。
作为优选，所述低温热管分为蒸发段、绝热段和冷凝段三部分，除连接高温超导电机冷却端和液氢换热器的蒸发段和冷凝段之外其余均为绝热段。
作为优选，所述低温热管与高温超导电机冷却端和液氢换热器的连接处均采用一体化设计以最小化接触热阻。
作为优选，所述低温热管采用适用于液氢温区的脉动热管。
作为优选，所述绝热杜瓦内部的液氮的液面高度不超过低温热管的绝热段。
作为优选，所述液氢管路中的工质来源于氢能飞机中的液氢燃料。
第二方面，本发明提供了一种利用如第一方面任一所述冷却装置的氢能飞机高温超导电机冷却方法，其具体做法为：预先打开低温截止阀，将液氮通过液氮管路注入绝热杜瓦中，浸泡高温超导电机冷却端和高温超导电机主体；燃料电池开始运行，产生的电能通过线缆驱动高温超导电机主体工作，工作过程产生的热量传递到高温超导电机冷却端，高温超导电机运行过程中，根据不同工况下采用三种运行模式：
在正常工况下，高温超导电机冷却端内部的热量通过低温热管内部的蒸发冷凝循环传递到液氢换热器中；液氢燃料通过液氢管路进入液氢换热器中，吸收低温热管传递的热量而汽化，随后继续冷却燃料电池，提升其发电效率；
在低温热管损坏或者高温超导电机主体功率突然增大的工况下，高温超导电机冷却端内部的热量通过低温热管内部的蒸发冷凝循环传递到液氢换热器中，但低温热管难以满足高温超导电机冷却端的散热要求，此时液氮吸收高温超导电机的额外热量并汽化，随后上升至气相空间与液氢换热器接触后，凝结为液氮并在重力作用下汇入下方液氮中；液氢燃料通过液氢管路进入液氢换热器中，吸收低温热管传递的热量而汽化，随后继续冷却燃料电池，提升其发电效率；
在液氢断供的工况下，高绝热杜瓦中的液氮吸收高温超导电机的热量迅速汽化，保证高温超导电机冷却端和高温超导电机主体均处于所需的工作温区，而高 绝热杜瓦内部的压力迅速上升至超过压力阈值后，超压氮气通过安全阀排出。
本发明相比现有技术突出且有益的技术效果是：采用氢能飞机中液氢燃料的汽化潜热作为超导电机的冷源，避免了使用低温冷机所带来的功耗、重量和复杂度等问题；内部蒸发冷凝循环可满足超导电机常规运行时的冷却需求，外部蒸发冷凝循环可在内部蒸发冷凝循环损坏或不能满足需求时作为装置冷却能力的补充，两者耦合有效增加冷却装置对复杂环境的适应性；在液氢短时间断供时，液氮吸收高温超导电机的热量并汽化，保证高温超导电机在极端环境下的连续运行。
以下将结合附图对本发明的构思、具体结构及产生的技术效果做进一步说明，以充分的了解本发明的目的、特征和效果。
附图说明
图1是本发明一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置的结构示意图。
图中：液氢管路1、液氢换热器2、燃料电池3、高温超导电机冷却端4、高温超导电机主体5、低温热管6、绝热杜瓦7、液氮8、线缆9、液氮管路10、低温截止阀11、安全阀12。
具体实施方式
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图对本发明的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本发明。但是本发明能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本发明内涵的情况下做类似改进，因此本发明不受下面公开的具体实施例的限制。本发明各个实施例中的技术特征在没有相互冲突的前提下，均可进行相应组合。
在本发明的描述中，需要理解的是，当一个元件被认为是“连接”另一个元件，可以是直接连接到另一个元件或者是间接连接即存在中间元件。相反，当元件为称作“直接”与另一元件连接时，不存在中间元件。
参见图1所示，在本发明的一个较佳实施例中，提供了一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，包括液氢管路1、液氢换热器2、燃料电池3、高温超导电机冷却端4、高温超导电机主体5、低温热管6、高绝热杜瓦7、液氮8、线缆9、液氮管路10、低温截止阀11、安全阀12。下面对该冷却装置 中各组件的具体连接形式和工作原理进行详细描述。
液氢管路1和液氮管路10分别用于向冷却装置中输入液氢工质和液氮工质。其中，液氢管路1中的工质来源于是氢能飞机中的液氢燃料，而液氮管路10中的工质可额外加注于氢能飞机中。
液氢管路1依次连接液氢换热器2和燃料电池3，其内部的液氢工质可顺次流入液氢换热器2和燃料电池3中，通过液氢的汽化潜热为液氢换热器2和燃料电池3提供冷量。而液氮管路10依次连接低温截止阀11和绝热杜瓦7，用于向绝热杜瓦7内部充注液氮介质，液氮的充注过程可通过液氮管路10上的低温截止阀11开闭来调节。
整个绝热杜瓦7应当保持密闭，且应当采用绝热性能尽可能好的高绝热杜瓦。由于绝热杜瓦7内部具有液氮，因此为了防止内部压力过大造成危险，在绝热杜瓦7上设置用于保证内部压力安全的安全阀12。绝热杜瓦7的内腔通过管路外接安全阀12，当内腔中压力超过安全范围时，可通过打开安全阀12释放内部的超压氮气。
氢能飞机的高温超导电机在运行过程中会释放大量的热，因此需要进行低温冷却。高温超导电机可分为用于提供驱动动力的主体部分和安装于主体部分上用于对主体部分进行散热冷却的冷却端，分别称为高温超导电机冷却端4和高温超导电机主体5。为了保证散热效果，在通过液氮管路10向绝热杜瓦7内部充注液氮8介质时，其液氮8的液面需要保证高于高温超导电机冷却端4和高温超导电机主体5，使得高温超导电机冷却端4和高温超导电机主体5均浸没在液氮8介质中。
在该氢能飞机高温超导电机冷却装置中，为了确保高温超导电机的运行环境稳定可靠，设计了双蒸发冷凝传热结构来实现冷量自液氢到超导电机之间的高效传递。
一方面，在高温超导电机冷却端4和液氢换热器2之间设置了包含蒸发段、绝热段和冷凝段的低温热管6，蒸发段和冷凝段位于低温热管6的两端，低温热管6蒸发段和冷凝段分别连接高温超导电机冷却端4和液氢换热器2。高温超导电机冷却端4、液氢换热器2通过低温热管6内部工质的蒸发-冷凝，可以实现两者间能量的高效传递，从而构成内部蒸发冷凝循环。内部蒸发冷凝循环主要用 于满足高温超导电机正常工况下运行时的冷却需求。
另一方面，氢能飞机在运行过程中，也会因各种因素出现异常工况，包括低温热管6损坏或者高温超导电机主体5功率突然增大，以及液氢出现短时间断供。这些异常工况都可能导致高温超导电机无法通过低温热管6快速散热，部分热量聚集在高温超导电机中。因此，本发明中，将液氢换热器2设置于液氮8液面上方，且外部不进行绝热处理，从而能直接冷却因受热蒸发而上升的氮气，使其重新冷凝为液氮8并回流至下方的液相工质区域中，由此构成外部蒸发冷凝循环。在该外部蒸发冷凝循环中，加入高温超导电机冷却端4和高温超导电机主体5出现热量蓄积时，由于两者浸泡于液氮8中，因此其热量能够被液氮8快速吸收，液氮8汽化后进入气相空间。假如液氢换热器2依然能够正常工作，由于液氢换热器2外部没有进行绝热处理，在液氢的低温下氮气会被重新冷凝回流；假如液氢换热器2因液氢断供等原因无法正常工作，则氮气累积至一定压力后会从安全阀12排出。
另外，高温超导电机主体5的供电可由燃料电池3提供，高温超导电机主体5通过线缆9与燃料电池3连接进行取电即可。在液氢正常供应的情况下，液氢燃料通过液氢管路1进入液氢换热器2中，吸收低温热管6传递的热量而汽化，汽化后可继续冷却燃料电池3，降低燃料电池3的工作温度，提升燃料电池3的发电效率。
另外，低温热管6上除连接高温超导电机冷却端4和液氢换热器2的蒸发段和冷凝段之外其余均为绝热段，以保证内部的绝热性能。同时，为了最小化接触热阻，上述低温热管6与液氢换热器2、高温超导电机冷却端4的连接处优选采用一体化设计。为了减小氢能飞机晃动时对热管传热性能的影响，低温热管6可采用适用于液氢温区的脉动热管。
另外，液氢换热器2需要高于液氮8的液面一定距离，一般可设置于绝热杜瓦7的内腔顶部。而且绝热杜瓦7内部的液氮8液面高度不应超过低温热管6的绝热段，防止其影响低温热管6运行。
本发明中基于上述图1所示的冷却装置，可进一步提供一种采用双蒸发冷凝循环的氢能飞机高温超导电机冷却方法，其根据高温超导电机的工况不同设置了三种不同运行模式。其中，高温超导电机处于正常运行状态且液氢正常供应时采 用运行模式一，当液氢正常供应但低温热管6难以满足高温超导电机冷却端4的散热要求时采用运行模式二，当液氢短时间断供时采用运行模式三。三种运行模式具体如下：
(1)运行模式一：液氮8通过液氮管路10和低温截止阀11进入高绝热杜瓦7中，浸泡高温超导电机冷却端4和高温超导电机主体5；燃料电池3开始运行，产生的电能通过线缆9驱动高温超导电机主体5工作，工作过程产生的热量传递到高温超导电机冷却端4，高温超导电机正常运行；高温超导电机冷却端4内部的热量通过低温热管6内部的蒸发冷凝循环传递到液氢换热器2中；液氢燃料通过液氢管路1进入液氢换热器2中，吸收低温热管传递的热量而汽化，随后继续冷却燃料电池3，提升其发电效率。
(2)运行模式二：液氮8通过液氮管路10和低温截止阀11进入高绝热杜瓦7中，浸泡高温超导电机冷却端4和高温超导电机主体5；燃料电池3开始运行，产生的电能通过线缆9驱动高温超导电机主体5工作，工作过程产生的热量传递到高温超导电机冷却端4，高温超导电机正常运行；高温超导电机冷却端4内部的热量通过低温热管6内部的蒸发冷凝循环传递到液氢换热器2中；在低温热管6损坏或者高温超导电机主体5功率突然增大时，低温热管6难以满足高温超导电机冷却端4的散热要求，液氮8吸热汽化，随后上升至气相空间，在与液氢换热器2接触后，凝结为液氮并在重力作用下汇入下方液氮8中；液氢燃料通过液氢管路1进入液氢换热器2中，吸收低温热管传递的热量而汽化，随后继续冷却燃料电池3，提升其发电效率。
(3)运行模式三：液氮通过液氮管路10和低温截止阀11进入高绝热杜瓦7中，浸泡高温超导电机冷却端4和高温超导电机主体5；燃料电池3开始运行，产生的电能通过线缆9驱动高温超导电机主体5工作，工作过程产生的热量传递到高温超导电机冷却端4，高温超导电机正常运行；在液氢短时间断供时，高绝热杜瓦7中的液氮8吸收高温超导电机热量迅速汽化，保证高温超导电机冷却端4和高温超导电机主体5均处于预设的合理工作温区，随后，高绝热杜瓦7内部的压力迅速上升，此时超压氮气可通过安全阀12排出。
以上所述，仅为本发明较佳的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到 的变化或替换，都应涵盖在本发明的保护范围内。因此，本发明的保护范围应该以权利要求的保护范围为准。

Claims (7)

  1. 一种双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，包括液氢管路(1)、液氮管路(10)、燃料电池(3)、绝热杜瓦(7)以及内置于绝热杜瓦(7)中的低温热管(6)、液氢换热器(2)和高温超导电机；
    液氢管路(1)依次连接液氢换热器(2)和燃料电池(3)，用于为液氢换热器(2)和燃料电池(3)提供冷量；液氮管路(10)依次连接低温截止阀(11)和绝热杜瓦(7)，用于向绝热杜瓦(7)内部充注液氮介质；绝热杜瓦(7)通过管路外接安全阀(12)，用于释放内部的超压氮气；所述高温超导电机的主体上带有冷却端，且高温超导电机冷却端(4)和高温超导电机主体(5)均浸没在液氮(8)介质中；低温热管(6)蒸发段和冷凝段分别连接高温超导电机冷却端(4)和液氢换热器(2)，从而构成内部蒸发冷凝循环；所述液氢换热器(2)位于液氮(8)液面上方，且外部不进行绝热处理从而能直接冷却因受热蒸发而上升的氮气，使其重新冷凝为液氮(8)回流，从而构成外部蒸发冷凝循环；高温超导电机主体(5)通过线缆(9)与燃料电池(3)连接，由燃料电池(3)进行供电。
  2. 如权利要求1所述的双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，所述低温热管(6)分为蒸发段、绝热段和冷凝段三部分，除连接高温超导电机冷却端(4)和液氢换热器(2)的蒸发段和冷凝段之外其余均为绝热段。
  3. 如权利要求1所述的双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，所述低温热管(6)与高温超导电机冷却端(4)和液氢换热器(2)的连接处均采用一体化设计以最小化接触热阻。
  4. 如权利要求1所述的双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，所述低温热管(6)采用适用于液氢温区的脉动热管。
  5. 如权利要求1所述的双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，所述绝热杜瓦(7)内部的液氮(8)的液面高度不超过低温热管(6)的绝热段。
  6. 如权利要求1所述的双蒸发冷凝循环的氢能飞机高温超导电机冷却装置，其特征在于，所述液氢管路(1)中的工质来源于氢能飞机中的液氢燃料。
  7. 一种利用如权利要求1～6任一所述的冷却装置的氢能飞机高温超导电机 冷却方法，其特征在于，预先打开低温截止阀(11)，将液氮(8)通过液氮管路(10)注入绝热杜瓦(7)中，浸泡高温超导电机冷却端(4)和高温超导电机主体(5)；燃料电池(3)开始运行，产生的电能通过线缆(9)驱动高温超导电机主体(5)工作，工作过程产生的热量传递到高温超导电机冷却端(4)，高温超导电机运行过程中，根据不同工况下采用三种运行模式：
    在正常工况下，高温超导电机冷却端(4)内部的热量通过低温热管(6)内部的蒸发冷凝循环传递到液氢换热器(2)中；液氢燃料通过液氢管路(1)进入液氢换热器(2)中，吸收低温热管(6)传递的热量而汽化，随后继续冷却燃料电池(3)，提升其发电效率；
    在低温热管(6)损坏或者高温超导电机主体(5)功率突然增大的工况下，高温超导电机冷却端(4)内部的热量通过低温热管(6)内部的蒸发冷凝循环传递到液氢换热器(2)中，但低温热管(6)难以满足高温超导电机冷却端(4)的散热要求，此时液氮(8)吸收高温超导电机的额外热量并汽化，随后上升至气相空间与液氢换热器(2)接触后，凝结为液氮并在重力作用下汇入下方液氮(8)中；液氢燃料通过液氢管路(1)进入液氢换热器(2)中，吸收低温热管(6)传递的热量而汽化，随后继续冷却燃料电池(3)，提升其发电效率；
    在液氢断供的工况下，高绝热杜瓦(7)中的液氮(8)吸收高温超导电机的热量迅速汽化，保证高温超导电机冷却端(4)和高温超导电机主体(5)均处于所需的工作温区，而高绝热杜瓦(7)内部的压力迅速上升至超过压力阈值后，超压氮气通过安全阀(12)排出。
PCT/CN2023/101628 2022-06-23 2023-06-21 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法 WO2023246848A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210725786.8A CN115333329B (zh) 2022-06-23 2022-06-23 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法
CN202210725786.8 2022-06-23

Publications (1)

Publication Number Publication Date
WO2023246848A1 true WO2023246848A1 (zh) 2023-12-28

Family

ID=83916145

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/101628 WO2023246848A1 (zh) 2022-06-23 2023-06-21 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法

Country Status (2)

Country Link
CN (1) CN115333329B (zh)
WO (1) WO2023246848A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115333329B (zh) * 2022-06-23 2023-04-07 北京航天试验技术研究所 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4029443A1 (de) * 1990-09-17 1991-05-02 Eckart Dipl Ing Berling Mhd- schiffs- strahltriebwerks- aggregat bestehend aus wasserstoff- produzierenden elektrochemischen solarzellen, magnetokalorischem wasserstoffverfluessiger, fluessigwasserstoff- gekuehltem hochtemperatur- supraleiter- mhd- strahltriebwerk, fluessigwasserstoff- verbrennungsmotor als hochtemperatur- supraleiter- generator- antrieb, hochtemperatur- supraleiter- spule und permanentmagnetischem supraleiter- hohlzylinder als akku
US5806318A (en) * 1996-12-30 1998-09-15 Biomagnetic Technologies, Inc. Cooling using a cryogenic liquid and a contacting gas
EP1134754A1 (en) * 2000-03-17 2001-09-19 Non-Equilibring Materials and Processing (NEMP) Superconductor cooling process
US6354087B1 (en) * 1998-05-22 2002-03-12 Sumitomo Electric Industries, Ltd Method and apparatus for cooling superconductor
CN107645212A (zh) * 2017-10-27 2018-01-30 至玥腾风科技投资集团有限公司 一种超导储能装置及其控制方法
CN108352372A (zh) * 2015-10-15 2018-07-31 维多利亚互联有限公司 用于冷却浸入液氮中的超导装置的方法和设备
CN207881304U (zh) * 2017-10-11 2018-09-18 李明 低温流体冷能利用工艺
CN111627640A (zh) * 2019-02-28 2020-09-04 通用电气公司 用于使用双冷却路径来冷却超导开关的系统和方法
CN113422436A (zh) * 2021-07-08 2021-09-21 中国长江三峡集团有限公司 可再生能源电解水制氢实现超导储能与利用的系统及方法
CN114156512A (zh) * 2021-11-30 2022-03-08 宁波鄞宝科技有限公司 一种闭循环高效超导液氢储能系统
CN115333329A (zh) * 2022-06-23 2022-11-11 北京航天试验技术研究所 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法

Family Cites Families (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH584450A5 (zh) * 1975-04-24 1977-01-31 Bbc Brown Boveri & Cie
JP4023006B2 (ja) * 1998-09-30 2007-12-19 株式会社島津製作所 航空機用空気調和装置
DE10039964A1 (de) * 2000-08-16 2002-03-07 Siemens Ag Supraleitungseinrichtung mit einer Kälteeinheit zur Kühlung einer rotierenden, supraleitenden Wicklung
KR100571679B1 (ko) * 2004-04-19 2006-04-17 한국전기연구원 연료전지가 결합된 초전도 모터
JP4622458B2 (ja) * 2004-11-04 2011-02-02 住友電気工業株式会社 超電導モータ装置
US7994664B2 (en) * 2004-12-10 2011-08-09 General Electric Company System and method for cooling a superconducting rotary machine
US7827792B2 (en) * 2005-12-19 2010-11-09 Brown Jr Joseph Francis Refrigerant cooled main steam condenser binary cycle
US7821164B2 (en) * 2007-02-15 2010-10-26 General Electric Company Method and apparatus for a superconducting generator driven by wind turbine
RU2395695C1 (ru) * 2008-12-29 2010-07-27 Владимир Альбертович Агеев Способ работы парогазовой установки
DE102011002622A1 (de) * 2011-01-13 2012-07-19 Siemens Aktiengesellschaft Kühleinrichtung für einen Supraleiter und supraleitende Synchronmaschine
GB201105404D0 (en) * 2011-03-31 2011-05-11 Rolls Royce Plc Superconducting machines
DE102011121341A1 (de) * 2011-12-19 2013-06-20 RERUM COGNITIO Institut GmbH Dampfkraftprozess mit schnellaktivierbarer Leistungsreserve für die Elektroenergieerzeugung im Kreisprozess
JP5952714B2 (ja) * 2012-11-01 2016-07-13 川崎重工業株式会社 冷媒給排装置およびそれを備えた超電導回転機装置
DE102013009244A1 (de) * 2013-06-01 2014-12-04 Ulrike Krewer Nullemissionsantrieb mit Brennstoffzelle und CO2-Abscheidung
CN103401474B (zh) * 2013-07-29 2015-04-22 佛山市川东磁电股份有限公司 一种磁热系统
FR3014544A1 (fr) * 2013-12-06 2015-06-12 Air Liquide Procede de refrigeration, boite froide et installation cryogenique correspondantes
DE202014004250U1 (de) * 2014-05-21 2014-10-30 Valerii Darin Hochtemperatursupraleitende rotierende Maschine mit einem gekühlten Rotor
US20150381025A1 (en) * 2014-06-25 2015-12-31 Mada Energie Llc Laes operating phase change materials
DE102015215130A1 (de) * 2015-08-07 2017-02-09 Siemens Aktiengesellschaft Antriebssystem und Verfahren zum Antreiben eines Vortriebsmittels eines Fahrzeugs
JP6814397B2 (ja) * 2015-09-02 2021-01-20 川崎重工業株式会社 回転機
DE102016213993A1 (de) * 2016-07-29 2018-02-01 Siemens Aktiengesellschaft System mit einer elektrischen Maschine mit kryogener Komponente und Verfahren zum Betreiben des Systems
CN108594036B (zh) * 2018-03-29 2020-12-15 北京航天试验技术研究所 一种用于超导带材通电试验的连通器式测试装置
CN113035486B (zh) * 2019-12-09 2023-02-10 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） 低温超导磁体的制冷系统
CN111169326B (zh) * 2020-01-14 2021-10-26 中车株洲电力机车有限公司 燃料电池热交换系统及氢能有轨电车
CN212324592U (zh) * 2020-05-11 2021-01-08 葛洲坝节能科技有限公司 水冷自然冷却的冷媒直冷制冷系统
CN112564452B (zh) * 2020-12-10 2021-10-15 北京航空航天大学 一种采用液氢喷雾冷却的全超导爪极电机
CN113566455B (zh) * 2021-08-18 2023-04-07 深圳市蓝石环保科技有限公司 热泵系统、控制方法、电子设备及蒸发处理系统

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4029443A1 (de) * 1990-09-17 1991-05-02 Eckart Dipl Ing Berling Mhd- schiffs- strahltriebwerks- aggregat bestehend aus wasserstoff- produzierenden elektrochemischen solarzellen, magnetokalorischem wasserstoffverfluessiger, fluessigwasserstoff- gekuehltem hochtemperatur- supraleiter- mhd- strahltriebwerk, fluessigwasserstoff- verbrennungsmotor als hochtemperatur- supraleiter- generator- antrieb, hochtemperatur- supraleiter- spule und permanentmagnetischem supraleiter- hohlzylinder als akku
US5806318A (en) * 1996-12-30 1998-09-15 Biomagnetic Technologies, Inc. Cooling using a cryogenic liquid and a contacting gas
US6354087B1 (en) * 1998-05-22 2002-03-12 Sumitomo Electric Industries, Ltd Method and apparatus for cooling superconductor
EP1134754A1 (en) * 2000-03-17 2001-09-19 Non-Equilibring Materials and Processing (NEMP) Superconductor cooling process
CN108352372A (zh) * 2015-10-15 2018-07-31 维多利亚互联有限公司 用于冷却浸入液氮中的超导装置的方法和设备
CN207881304U (zh) * 2017-10-11 2018-09-18 李明 低温流体冷能利用工艺
CN107645212A (zh) * 2017-10-27 2018-01-30 至玥腾风科技投资集团有限公司 一种超导储能装置及其控制方法
CN111627640A (zh) * 2019-02-28 2020-09-04 通用电气公司 用于使用双冷却路径来冷却超导开关的系统和方法
CN113422436A (zh) * 2021-07-08 2021-09-21 中国长江三峡集团有限公司 可再生能源电解水制氢实现超导储能与利用的系统及方法
CN114156512A (zh) * 2021-11-30 2022-03-08 宁波鄞宝科技有限公司 一种闭循环高效超导液氢储能系统
CN115333329A (zh) * 2022-06-23 2022-11-11 北京航天试验技术研究所 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
BI YANFANG, HONG HUI, XIN YING: "Cryogenic cooling systems and refrigerators for high-temperature superconducting power applications", SCIENTIA SINICA(TECHNOLOGICA)., vol. 43, no. 10, 20 October 2013 (2013-10-20), pages 1101 - 1111, XP093118655, DOI: 10.1360/092012-1485 *
SONG XIAOWEI; BUHRER CARSTEN; BRUTSAERT PATRICK; AMMAR AYMEN; KRAUSE JENS; BERGEN ANNE; WINKLER TIEMO; DHALLE MARC; HANSEN JESPER;: "Ground Testing of the World's First MW-Class Direct-Drive Superconducting Wind Turbine Generator", IEEE TRANSACTIONS ON ENERGY CONVERSION., IEEE SERVICE CENTER, PISCATAWAY, NJ., US, vol. 35, no. 2, 16 December 2019 (2019-12-16), US , pages 757 - 764, XP011789167, ISSN: 0885-8969, DOI: 10.1109/TEC.2019.2960255 *

Also Published As

Publication number Publication date
CN115333329B (zh) 2023-04-07
CN115333329A (zh) 2022-11-11

Similar Documents

Publication Publication Date Title
WO2018041085A1 (zh) 一种氢能源有轨电车燃料电池的冷却系统
WO2017215159A1 (zh) 功率电池的工质接触式冷却系统及其工作方法
EP3474647B1 (en) Cooling system of working medium contact type for high-power device, and working method thereof
WO2023246848A1 (zh) 双蒸发冷凝循环的氢能飞机高温超导电机冷却装置及方法
CN107732371B (zh) 储热系统和电动汽车
CN108511850B (zh) 一种基于自然循环的动力电池复合热管理系统及其方法
CN110417300A (zh) 有轨电车余热发电系统、燃料电池有轨电车及工作方法
CN110657616A (zh) 即热即冷式供水系统及饮水设备
Liu et al. Recent developments of thermal management strategies for lithium‐ion batteries: a state‐of‐the‐art review
CN208781986U (zh) 一种基于热管应用的电池箱
CN101454849B (zh) 利用生成循环的变压器冷却器
CN211606424U (zh) 有轨电车余热发电系统、燃料电池有轨电车
CN109489283B (zh) 电池包冷却系统及电池包结构
CN106026617A (zh) 一种集中冷却式变流器
CN115876019A (zh) 相变蓄热容器及其热泵系统和控制方法
CN102200344A (zh) 利用半导体发电装置实现导热油炉热电联产的系统和方法
CN208434254U (zh) 冷却系统、牵引变流器及轨道车辆
CN107804178B (zh) 一种动力系统及其控制方法和交通工具
CN219893713U (zh) 一种基于直流冷媒的相变传热装置
CN218827426U (zh) 一种电池热失控气体冷却系统
CN214672696U (zh) 一种燃料电池浸没式冷却系统
CN216113358U (zh) 一种用于液氢加气站系统的液氢冷能利用装置
CN219718034U (zh) 一种飞轮储能电机的循环散热系统
CN220934195U (zh) 一种直冷式储能电池包、电池簇及系统
CN214028125U (zh) 一种混合动力车型用电池热管理系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23826493

Country of ref document: EP

Kind code of ref document: A1