An axial hole intake type planetary gear reduction transmission shaft fan engine

Abstract

The application relates to a shaft-hole air intake-based planetary gear deceleration transmission shaft fan engine type, and belongs to the field of aircraft power. The engine type disclosed by the application comprises a split-flow air inlet (4), a power output shaft (3), an internal-boosting impeller disc (5), a planetary gear transmission mechanism (2), a mode conversion mechanism, a power turbine, a fan (1), a core engine and a adjustable-area tail nozzle. The power output shaft (3) comprises a shaft-hole bevel gear output shaft (31), shaft-hole air intake through the shaft-hole bevel gear output shaft (31) continuously maintains the internal-boosting capability of the turbo-shaft and turbo-fan modes, the internal-boosting impeller disc (5) driven by the power turbine rotates the rotating sun gear (21), respectively efficiently decelerates and drives the fan fixedly connected with the outer gear ring (23) and the shaft-hole bevel gear output shaft fixedly connected with the planetary carrier (24), and active mode conversion is conducted. The application realizes efficient deceleration transmission of the maximum capacity of a single mode and continuous and smooth conversion of two modes based on the planetary gear transmission mechanism, the mode conversion mechanism and the shaft-hole air intake.

Description

TECHNICAL FIELD

[0001] The application relates to a shaft-hole air intake type planetary gear deceleration transmission shaft fan engine, and belongs to the field of aircraft power. BACKGROUND

[0002] The vertical take-off and landing high-speed aircraft with strong load capacity can well meet the future combat needs.

[0003] In order to realize the vertical take-off with large load capacity, a large force efficiency lift system is needed. The utility model patent with the publication number CN 219056579 U proposes a double-engine series vertical take-off aircraft, one engine is located at the front of the fighter, and the other engine is located at the rear of the fighter, so that the engine performance is fully utilized and improved. The vertical take-off and cruise are both performed by the double engines, but the force efficiency (about 0.4 kg / kw) of the fighter is low, the jet of the nozzle produces a large heat loss, and the fuel consumption rate is large. The lift fan force efficiency of the F35 fighter used as a design reference is only 0.4 kg / kw, which is far lower than the force efficiency (4.1 kg / kw) of the AH-64 helicopter rotor with a diameter of 14 m and a rotating speed of 290 rpm. This is not conducive to the maximum capacity of the aircraft, which reflects from one side that the vertical take-off with large load capacity needs to rely on a rotor with large force efficiency and low rotating speed as a lift system.

[0004] The key to the success or failure of the development of the vertical take-off and landing high-speed aircraft lies in its power system. The traditional turboshaft engine or turbofan engine cannot simultaneously meet the power demand of the vertical take-off and landing high-speed aircraft for shaft power output and cruise thrust output. The development of shaft fan engines has become the mainstream. The patent with the publication number CN106988926A proposes a turboshaft turbofan combined cycle engine with two Flade fan rotors rotating in opposite directions. The engine can be switched between the output shaft power mode and the thrust generation mode through an adjustable guide vane and a clutch coupling. However, the clutch coupling has the problems of torque load mutation and friction temperature rise during mode conversion. Moreover, the power load of the outer bypass fan can only be reduced by 20% to 60% by closing the outer bypass, that is, the turboshaft single mode cannot be realized with the maximum capacity. The patent with the publication number CN113236441A proposes a turbo-shaft fan dual-mode engine and a regulating method thereof. However, the fan still rotates and consumes energy in the turboshaft mode, and the turboshaft mode cannot be realized with the maximum capacity.

[0005] The planetary transmission mechanism has the characteristics of double-path deceleration transmission, but the planetary transmission mechanism has the problem that the pressurization capacity of the inner bypass flow passage cannot be considered during the power output process in the turboshaft / turbofan mode of the shaft fan engine, that is, the power output often hinders the inner bypass air intake.

[0006] It is necessary to develop corresponding turboshaft engines and planetary transmission mechanisms to realize maximum shaft power output or fan propulsion and to realize the internal turbocharging capacity of the turbo / propfan mode under high-efficiency deceleration transmission. SUMMARY

[0007] The present application aims to provide a shaft-hole air intake based planetary gear deceleration transmission shaft fan engine mechanism, which is developed on the basis of a mode conversion mechanism composed of an auxiliary motor and an electromagnetic clutch and a planetary gear transmission mechanism, and continuously maintains the turbocharging capacity of the internal flow channels of the turbo and propfan modes through shaft-hole air intake of the shaft-hole bevel gear output shaft, solves the problem of internal air intake hindered by the planetary gear transmission mechanism, realizes maximum shaft power high-efficiency deceleration output or fan deceleration propulsion, and realizes continuous and smooth transition between the two modes, which is beneficial to high-efficiency driving of large-efficiency rotors and large-bypass-ratio fans.

[0008] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0009] A shaft-hole air intake based planetary gear deceleration transmission shaft fan engine mechanism, comprising: a split air inlet channel, a power output shaft, an internal turbocharging impeller disc, a planetary gear transmission mechanism, a mode conversion mechanism, a power turbine, a fan, a core engine and an adjustable-area tail nozzle, the split air inlet channel comprises a plurality of support ribs with shaft holes and a split cover, the plurality of support ribs support the entire split cover and transmit force to the outer channel case through the support ribs, the split cover respectively splits the airflow into the internal channel and the outer channel, the wall surface is a hyperbolic toric surface to reduce air resistance, the power output shaft comprises a shaft-hole bevel gear output shaft, a first output shaft and a second output shaft, the front end of the shaft-hole bevel gear output shaft is a bevel gear, the middle part has a shaft hole, and the rear end is connected to the planet carrier of the planetary gear transmission mechanism, the turbocharging capacity of the internal flow channels of the turbo and propfan modes is continuously maintained through shaft-hole air intake of the shaft-hole bevel gear output shaft, the shaft-hole bevel gear output shaft drives the counter-rotating bevel gears composed of the first output shaft and the second output shaft to rotate in opposite directions, the first output shaft and the second output shaft respectively pass through the inner shaft holes of the two support ribs to transmit power to the counter-rotating rotors on both sides of the vertical take-off and landing high-speed transport aircraft, the internal turbocharging impeller disc driven by the power turbine rotates the sun gear, and respectively drives the fan fixedly connected with the outer gear ring and the shaft-hole bevel gear output shaft fixedly connected with the planet carrier in a high-efficiency deceleration manner, the mode conversion mechanism comprises an auxiliary motor and an electromagnetic clutch.

[0010] The front end of the shaft through hole bevel gear output shaft is a bevel gear, the middle part is provided with an air inlet shaft hole, and the rear end is connected to the planet carrier of the planetary gear transmission mechanism. No matter the shaft fan engine is in the turboshaft mode or the turbofan mode, and during the mode conversion process, the airflow flows into the shaft hole of the shaft through hole bevel gear output shaft through the split flow inlet passage, enters the inner volume supercharging stage, continuously maintains the supercharging capacity of the inner volume flow passage in the turboshaft and turbofan modes, and avoids the hindering effect on the inner volume flow passage when the shaft power is efficiently decelerated and output.

[0011] The planetary gear transmission mechanism comprises a sun gear, a planet gear, an outer gear ring and a planet carrier. The sun gear is sleeved on the rotating ring. The outer gear ring is provided with a plurality of gear ring lock holes on the ring wall surface close to the rear flow passage side. The planet carrier is provided with a plurality of planet carrier lock holes on the inner wall surface of the circular ring. The electromagnetic clutch is installed between the circular ring gap formed by the plurality of gear ring lock holes and the plurality of planet carrier lock holes without contact. The fan and the outer gear ring are connected through a U-shaped double circular ring member, which is configured to realize that the inner volume supercharging impeller disc, the planetary gear transmission mechanism and the fan are compactly arranged in the same rotating plane. The fan guide vane is fixed on the inner wall surface of the outer volume nacelle and installed in the rear flow passage of the fan. The outer gear ring is connected to the plurality of planet gears through an additional parallel motor drive gear and an auxiliary motor at the same time. The auxiliary motor can drive and brake the outer gear ring by giving different power signals. The outer gear ring is provided with a plurality of auxiliary motors in an annular array on the inner ring gear surface and is installed in the motor sleeve protruding from the left end of the sliding oil lubricating tank. When the shaft fan engine is converted from the turboshaft mode to the turbofan mode, the auxiliary motor actively drives the outer gear ring to accelerate. When the shaft fan engine is converted from the turbofan mode to the turboshaft mode, the auxiliary motor actively brakes the outer gear ring to decelerate, thereby speeding up the mode conversion process.

[0012] The electromagnetic clutch is composed of an armature, a coil, an iron core and a spring, and is connected to the inner wall surface of the left end ring of the sliding oil lubricating tank and clamped between the circular ring gap formed by the plurality of gear ring lock holes and the plurality of planet carrier lock holes. The electromagnetic clutch comprises a state of locking the outer gear ring without current in the turbofan mode, an intermediate current non-locking state in the transition state, a state of locking the planet carrier with maximum current in the turboshaft mode, and a state of turbofan mode without current, which is conducive to high-speed economic cruising.

[0013] The sliding oil lubricating tank is a cylindrical structure with a single-sided end ring. The sliding oil lubricating tank and the rotating ring surround the planetary gear transmission mechanism and the mode conversion mechanism. The shaft through hole bevel gear output shaft, the split flow inlet passage, the U-shaped double circular ring member and the rotating ring are provided with sealing bars at multiple junctions to form a bearing-gear-auxiliary motor-electromagnetic clutch common cavity structure. The ring under oil supply technology is adopted from the inner ring of the bearing to the outer ring and from the sun gear to the outer gear ring. The multi-path oil supply technology is adopted to lubricate and cool the bearings, gears, auxiliary motors and electromagnetic clutches, respectively. Finally, under the action of gravity, the oil returns to the bottom of the oil tank, which plays a role in lubricating and cooling the planetary gear transmission mechanism and the mode conversion mechanism.

[0014] The shaft-hole intake-based planetary gear deceleration transmission shaft fan engine type is characterized in that the shaft fan engine is arranged on the top of the vertical take-off and landing high-speed transport machine, the lift and drag are increased by using the Coanda effect, and the machine cabin space is large, the bevel gears at the end of the shaft-hole conical output shaft drive the counter-rotating bevel gears composed of the first output shaft and the second output shaft, so that the counter-rotating rotors on both sides are driven horizontally by 180 degrees, the first output shaft drives the left rotor to rotate forward, and the second output shaft drives the right rotor to rotate reversely, so as to offset the gyroscopic moment;

[0015] The vertical take-off and landing high-speed transport machine adopts the counter-rotating rotors with tilting, folding and variable pitch and the shaft fan engine as the power system of the vertical take-off and landing high-speed transport machine, fully utilizes the advantages of the large lift force of the turboshaft rotor and the large lift force of the turbofan in economic cruising, skips the fixed-wing take-off stage with large thrust demand, realizes the maximum capacity of the vertical take-off and landing high-speed transport machine, and the vertical take-off and landing high-speed transport machine has the following working modes:

[0016] ① The shaft fan engine works in the turboshaft mode, the rotors of the vertical take-off and landing high-speed transport machine are tilted to the vertical position, the lift force is large, the take-off load capacity is strong, and the vertical take-off and landing of the vertical take-off and landing high-speed transport machine is realized by using the rotors to provide lift;

[0017] ② The shaft fan engine works in the turboshaft mode, the rotors of the vertical take-off and landing high-speed transport machine are tilted forward, and the vertical take-off and landing high-speed transport machine flies at a low speed of about 200-300 km / h;

[0018] ③ The shaft fan engine works in the turboshaft mode, the rotors of the vertical take-off and landing high-speed transport machine are tilted to the horizontal position, the vertical take-off and landing high-speed transport machine flies at a medium speed of about 400-500 km / h, and realizes medium-speed economic flight in the propeller mode;

[0019] ④ The shaft fan engine is converted from the turboshaft mode to the turbofan mode, the rotors of the vertical take-off and landing high-speed transport machine are folded, the vertical take-off and landing high-speed transport machine flies at a high speed of about 700-1000 km / h, and the Coanda effect is used to increase the lift and reduce the drag due to the top arrangement of the shaft fan engine, and the machine cabin space is large.

[0020] Compared with the prior art, the advantages of the application are that a planetary gear reduction transmission shaft fan engine structure based on shaft hole air intake is provided, air is taken in through the shaft hole of the shaft through hole bevel gear output shaft, the pressurization capacity of the internal flow channel of the turbo shaft and turbo fan two modes is still continuously maintained under the efficient reduction transmission of the fan and power output shaft, the maximum capacity driving of the two modes of fan propulsion and shaft power efficient reduction output can be realized, and the continuous smooth conversion of the turbo shaft / turbo fan mode can be realized; the tiltable, foldable and variable pitch high force efficiency contra-rotating rotor and the integrated shaft fan variable cycle engine are used as the power system, the vertical take-off, low, medium and high speed economic cruise with strong load capacity are realized; the advantages of the turbo shaft rotor large force efficiency, strong take-off load capacity and the turbo fan economic cruise lift are fully exerted, the take-off and climbing stage of the large turbo fan fixed wing directly seeking propulsion is skipped, and the maximum capacity of the aircraft is realized. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 A planetary gear reduction transmission shaft fan engine structure based on shaft hole air intake is provided.

[0022] Figure 2 The connection structure diagram of the shaft through hole bevel gear output shaft and the plurality of planetary gears.

[0023] Figure 3 The diagram of the turbo shaft engine driving the contra-rotating bevel gear to realize the contra-rotation.

[0024] Figure 4 The diagram of the shaft fan engine installed on the vertical take-off and landing high-speed transport machine.

[0025] In the figure: 1-fan, 2-planetary gear transmission mechanism, 21-sun gear, 22-planetary gear, 23-outer gear ring, 231-gear ring lock hole, 24-planetary carrier, 241-planetary carrier lock hole, 3-power output shaft, 31-shaft through hole bevel gear output shaft, 32-first output shaft, 33-second output shaft, 4-split flow air intake, 41-supporting rib, 42-split flow cover, 5-internal flow pressurization impeller disc, 51-air intake cone, 52-internal flow fan, 53-rotary ring, 6-assistant motor, 61-oil blocking cover, 62-coil, 63-permanent magnet, 64-motor driving tooth, 65-motor sleeve, 7-electromagnetic clutch, 71-armature, 72-coil, 73-iron core, 74-spring, 8-sliding oil lubricating oil tank, 9-external flow channel, 91-casing, 92-guide vane, 10-rotor, 11-inclination mechanism, 12-vertical take-off and landing high-speed transport machine. DETAILED DESCRIPTION

[0026] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0027] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application. Figure 1 In the embodiment of the present application, a shaft-hole air intake based planetary gear deceleration transmission shaft fan engine structure comprises a split air intake passage 4, a power output shaft 3, an inner-duct supercharging impeller disc 5, a planetary gear transmission mechanism 2, a mode conversion mechanism, a power turbine, a fan 1, a core engine and an adjustable area tail nozzle. The split air intake passage 4 comprises a plurality of shaft-hole supporting ribs 41 and a split cover 42. The plurality of supporting ribs 41 support the entire split cover 42 and transmit force to an outer-duct casing 91 through the supporting ribs 41. The split cover 42 respectively splits the airflow into an inner-duct and an outer-duct. The wall surface is a double-curved circular annular surface, thereby reducing air resistance. The power output shaft 3 comprises a shaft-hole bevel gear output shaft 31, a first output shaft 32 and a second output shaft 33. The front end of the shaft-hole bevel gear output shaft 31 is a bevel gear, the middle part is provided with a shaft hole, and the rear end is connected to a planetary carrier 24 of the planetary gear transmission mechanism 2. The shaft-hole air intake of the shaft-hole bevel gear output shaft 31 continuously maintains the supercharging capacity of the inner-duct flow passage in the turbo-shaft mode and the turbo-fan mode. The shaft-hole bevel gear output shaft 31 drives the counter-rotating bevel gears composed of the first output shaft 32 and the second output shaft 33, so that the two shafts rotate in opposite directions. The first output shaft 32 and the second output shaft 33 respectively pass through the inner shaft holes of the two supporting ribs 41, and transmit power to the counter-rotating rotors 10 on both sides of a vertical take-off and landing high-speed transport aircraft 12. The inner-duct supercharging impeller disc 5 driven by the power turbine rotates the sun gear 21, respectively efficiently drives the fan 1 fixedly connected with the outer gear ring 23, and drives the shaft-hole bevel gear output shaft 31 fixedly connected with the planetary carrier 24. The mode conversion mechanism comprises an auxiliary motor 6 and an electromagnetic clutch 7.

[0028] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application. Figure 2 In the embodiment of the present application, the front end of the shaft-hole bevel gear output shaft 31 is a bevel gear, the middle part is provided with an air intake shaft hole, and the rear end is connected to the planetary carrier 24 of the planetary gear transmission mechanism 2. Regardless of whether the shaft fan engine is in the turbo-shaft mode or the turbo-fan mode, and regardless of the mode conversion process, the airflow flows into the shaft hole of the shaft-hole bevel gear output shaft 31 through the split air intake passage 4 to enter the inner-duct supercharging stage, continuously maintaining the supercharging capacity of the inner-duct flow passage in the turbo-shaft mode and the turbo-fan mode, and avoiding the hindering effect on the inner-duct flow passage when the shaft power is efficiently decelerated and transmitted.

[0029] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application. Figure 2In the embodiment of the present application, the electromagnetic clutch 7 is composed of an armature 71, a coil 72, an iron core 73 and a spring 74, and is connected to the inner wall surface of the ring at the left end of the sliding oil lubricating tank 8 through a mounting head, and the electromagnetic clutch 3 includes a state of no current locking of the outer gear ring 23 in the turbofan mode, a state of no locking in the transition state of the intermediate current, a state of locking of the outer gear ring 23 in the turboshaft mode, and a state of no current in the turbofan mode, which is beneficial to high-speed economic cruising;

[0030] Please refer to Figure 1 In the embodiment of the present application, the planetary gear transmission mechanism 2 includes a sun gear 21, a planetary gear 22, an outer gear ring 23 and a planet carrier 24, the sun gear 21 is sleeved on the rotating ring 53, the outer gear ring 23 is provided with a plurality of gear ring lock holes 231 on the ring wall surface close to the rear flow passage side, the planet carrier 24 is provided with a plurality of planet carrier lock holes 241 on the inner wall surface of the circular ring, the electromagnetic clutch 7 is installed without contact between the circular ring gap formed by the plurality of gear ring lock holes 231 and the plurality of planet carrier lock holes 241, the fan 1 and the outer gear ring 23 are connected through the U-shaped double circular ring member, which is constructed to realize that the inner content turbo disk 5, the planetary gear transmission mechanism 2 and the fan 1 are compactly located in the same rotation plane, the fan guide vane 92 fixed to the inner wall surface of the outer content casing 91 is installed on the rear flow passage of the fan 1, the outer gear ring 23 is connected through the additional parallel motor driving tooth 64 and the auxiliary motor 6 while being in transmission connection with the plurality of planetary gears 22, and the auxiliary motor 6 can drive and brake the outer gear ring 23 by giving different power supply signals, a plurality of auxiliary motors 6 are arranged in an annular array on the inner ring gear surface of the outer gear ring 23 and are installed in the motor sleeve 65 protruding at the left end of the sliding oil lubricating tank 8, when the shaft fan engine is switched from the turboshaft mode to the turbofan mode, the auxiliary motor 6 actively drives the outer gear ring 23 to accelerate, when the shaft fan engine is switched from the turbofan mode to the turboshaft mode, the auxiliary motor 6 actively brakes the outer gear ring 23 to decelerate, so as to speed up the mode conversion process.

[0031] The electromagnetic clutch 7 is composed of an armature 71, a coil 72, an iron core 73 and a spring 74, and is connected to the inner wall surface of the ring at the left end of the sliding oil lubricating tank 8, and is clamped between the circular ring gap formed by the plurality of gear ring lock holes 231 and the plurality of planet carrier lock holes 241, the electromagnetic clutch 3 includes a state of no current locking of the outer gear ring 23 in the turbofan mode, a state of no locking in the transition state of the intermediate current, a state of locking of the planet carrier 24 in the turboshaft mode, and a state of no current in the turbofan mode, which is beneficial to high-speed economic cruising.

[0032] The lubricating oil tank 8 is a cylinder structure with a single-sided end ring, the lubricating oil tank 8 and the rotating ring 53 surround the planetary gear transmission mechanism 2 and the mode conversion mechanism, the shaft through hole bevel gear output shaft 31, the split inlet passage 4, the U-shaped double circular ring member and the rotating ring 53 are provided with sealing splines at the junctions, to form a bearing-gear-assisted motor-electromagnetic clutch shared cavity structure, the ring under oil supply technology is adopted to uniformly splash from the inner ring of the bearing to the outer ring and from the sun gear 21 to the outer ring gear 23, and the multi-path oil supply technology is adopted to lubricate and cool the bearings, gears, auxiliary motor 6 and electromagnetic clutch 7, and finally return to the oil tank bottom under the action of gravity, to play the role of lubricating and cooling the planetary gear transmission mechanism and the mode conversion mechanism.

[0033] Please refer to Figure 4 In the embodiment of the application, the planetary gear reduction transmission shaft fan engine type based on shaft hole air intake is characterized in that the shaft fan engine is arranged on the top of the vertical take-off and landing high-speed transport machine 12, the lift and drag are increased by using the Coanda effect, and the machine cabin space is large, the bevel gear at the end of the shaft through hole bevel gear output shaft 31 drives the counter-rotating bevel gear composed of the first output shaft 32 and the second output shaft 33, so that the counter-rotating rotors on both sides are driven horizontally by 180 degrees, the first output shaft 32 drives the left rotor to rotate forward, and the second output shaft 33 drives the right rotor to rotate reversely, so as to offset the gyroscopic moment;

[0034] The vertical take-off and landing high-speed transport machine 12 adopts the tiltable, foldable and variable-pitch counter-rotating rotor 10 and the shaft fan engine as the power system of the vertical take-off and landing high-speed transport machine 12, fully plays the advantages of the high lift-to-drag ratio of the turboshaft rotor and the high lift of the turbofan in economic cruising, skips the fixed-wing take-off stage with high thrust demand, realizes the maximum capacity of the vertical take-off and landing high-speed transport machine 12, and takes the fixed-wing transport machine as an example, when taking off and climbing, the thrust-to-weight ratio is about 0.3, and when cruising, only about 0.1 is needed to overcome the resistance, that is, the original 1000kgf propulsion 1500kW power system can only take off a 3.33-ton fixed-wing transport machine, by using the vertical take-off and landing high-speed transport machine 12 with a lift-to-drag ratio of 4.1kg / kW, the counter-rotating rotor is horizontally propelled to a speed limit of 400-500km / h, and then converted into a turbofan fixed-wing high-speed economic cruise, directly skipping the take-off and climbing stage of the 3.33-ton turbofan fixed-wing, so that the design weight of the vertical take-off and landing high-speed transport machine 12 is increased from 3.33 tons to 6.15 tons.

[0035] The vertical take-off and landing high-speed transport machine 12 has the following working modes:

[0036] ① The shaft fan engine works in the mode of turbo-shaft, the rotor 10 of the vertical take-off and landing high-speed transport aircraft 12 is tilted to the vertical position, the rotor large force effect lift and the strong take-off load capacity are utilized to carry out the vertical take-off and landing of the vertical take-off and landing high-speed transport aircraft 12;

[0037] ② The shaft fan engine works in the mode of turbo-shaft, the rotor 10 of the vertical take-off and landing high-speed transport aircraft 12 is tilted forward, the vertical take-off and landing high-speed transport aircraft 12 flies at a low speed of about 200-300km / h;

[0038] ③ The shaft fan engine works in the mode of turbo-shaft, the rotor 10 of the vertical take-off and landing high-speed transport aircraft 12 is tilted to the horizontal position, the vertical take-off and landing high-speed transport aircraft 12 flies at a medium speed of about 400-500km / h, and the medium speed economic flight is realized in the mode of propeller;

[0039] ④ The shaft fan engine is converted from the mode of turbo-shaft to the mode of turbo-fan, the rotor 10 of the vertical take-off and landing high-speed transport aircraft 12 is folded, the vertical take-off and landing high-speed transport aircraft 12 flies at a high speed of about 700-1000km / h, and due to the top-mounted shaft fan engine, the Coanda effect is utilized to increase the lift and reduce the drag, and the aircraft cabin space is large.

[0040] The present application is not limited to the above-mentioned embodiments, on the basis of the technical solutions disclosed in the present application, the skilled in the art can make some simple modifications, equivalent changes and modifications to some technical features without creative labor according to the disclosed technical content, which all belong to the scope of the technical solutions of the present application.

Claims

1. A planetary gear reduction transmission shaft fan engine mechanism based on shaft bore air intake, comprising: The system comprises a split-flow intake duct (4), a power output shaft (3), an inner supercharger impeller (5), a planetary gear transmission mechanism (2), a mode switching mechanism, a power turbine, a fan (1), a core engine, and an adjustable area tail nozzle. The split-flow intake duct (4) includes multiple support ribs (41) with shaft holes and a split-flow shield (42). The multiple support ribs (41) support the entire split-flow shield (42) and transmit force to the outer bypass casing (91) through the support ribs (41). The split-flow shield (42) splits the incoming flow into the inner duct and the outer bypass duct respectively. The wall surface is a hyperboloid toroidal surface to reduce air resistance. The power output shaft (3) includes a shaft-through-hole bevel gear output shaft (31), a first output shaft (32), and a second output shaft (33). The front end of the shaft-through-hole bevel gear output shaft (31) is bevel gear, the middle has a shaft hole, and the rear end is connected to the planetary gear transmission mechanism (2). On the planetary carrier (24) of 2), the air intake through the shaft hole of the conical tooth output shaft (31) continuously maintains the pressurization capacity of the internal flow channel in both the turboshaft and turbofan modes. The conical tooth output shaft (31) drives the counter-rotating conical teeth composed of the first output shaft (32) and the second output shaft (33) to make the two shafts rotate. The first output shaft (32) and the second output shaft (33) pass through the inner shaft holes of the two support ribs (41) respectively, and transmit the power to the counter-rotating rotors (10) on both sides of the vertical take-off and landing high-speed transport aircraft (12). The internal pressurizing impeller disk (5) driven by the power turbine drives the sun gear (21) to rotate, and efficiently decelerates and drives the fan (1) fixed to the outer gear ring (23) and the conical tooth output shaft (31) fixed to the planetary carrier (24). The mode conversion mechanism includes an auxiliary motor (6) and an electromagnetic clutch (7). The front end of the shaft through-hole bevel gear output shaft (31) is bevel gear, the middle has an air intake shaft hole, and the rear end is connected to the planet carrier (24) of the planetary gear transmission mechanism (2). Regardless of whether the shaft fan engine is in turboshaft mode or turbofan mode, and during the mode conversion process, the airflow flows into the shaft hole of the shaft through-hole bevel gear output shaft (31) through the split air intake (4) and enters the internal boost stage, continuously maintaining the boosting capacity of the internal flow channel in both turboshaft and turbofan modes, and avoiding the obstruction effect on the internal flow channel when the shaft power is efficiently decelerated and transmitted. The planetary gear transmission mechanism (2) includes a sun gear (21), planetary gears (22), an external gear ring (23), and a planet carrier (24). The sun gear (21) is fitted onto the rotating ring (53). The external gear ring (23) has multiple gear ring locking holes (231) on the ring wall near the rear flow channel side. The planet carrier (24) has multiple planet carrier locking holes (241) on the inner wall of the ring. An electromagnetic clutch (7) is installed between the multiple gear ring locking holes (231) and the multiple planet carrier locking holes (241) without contact. The fan (1) and the external gear ring (23) are connected by a U-shaped double ring component. The structure is designed to make the internal booster impeller (5), the planetary gear transmission mechanism (2), and the fan (1) compactly located on the same rotation plane. 1) The rear flow channel is equipped with fan guide vanes (92) fixed on the inner wall of the outer bypass casing (91). The outer gear ring (23) is connected to multiple planetary gears (22) for transmission, and is also connected to the auxiliary motor (6) through an additional parallel motor drive gear (64). Given different power signals, the auxiliary motor (6) can drive and brake the outer gear ring (23). Multiple auxiliary motors (6) are arranged in a ring on the inner ring tooth surface of the outer gear ring (23) and installed in the motor sleeve (65) protruding from the left end of the lubricating oil tank (8). When the shaft fan engine switches from turboshaft to turbofan mode, the auxiliary motor (6) actively drives the outer gear ring (23) to accelerate. When the shaft fan engine switches from turbofan to turboshaft mode, the auxiliary motor (6) actively brakes the outer gear ring (23) to decelerate, thereby speeding up the mode switching process. The electromagnetic clutch (7) is composed of an armature (71), a coil (72), an iron core (73) and a spring (74), and is connected to the inner wall of the left end ring of the lubricating oil tank (8), and is sandwiched between the annular gap formed by multiple gear ring locking holes (231) and multiple planetary carrier locking holes (241). The electromagnetic clutch (7) includes a turbofan mode with no current locking of the outer gear ring (23), a transitional state with intermediate current unlocking, and a turboshaft mode with maximum current locking of the planetary carrier (24). The turbofan mode with no current is beneficial for high-speed economical cruising. The lubricating oil tank (8) is a cylindrical structure with a single-sided end ring. The lubricating oil tank (8) and the rotating ring (53) surround the planetary gear transmission mechanism (2) and the mode conversion mechanism. The shaft through hole bevel gear output shaft (31), the split air intake (4), the U-shaped double ring component and the rotating ring (53) are equipped with sealing grates at multiple junctions to form a bearing-gear-auxiliary motor-electromagnetic clutch common cavity structure. The ring under-ring oil supply technology is adopted, which evenly throws oil from the inner ring of the bearing to the outer ring and from the sun gear (21) to the outer gear ring (23). The multi-path oil supply technology is adopted to lubricate and cool the bearing, gear, auxiliary motor (6) and electromagnetic clutch (7) respectively. Finally, the oil returns to the bottom of the oil tank under the action of gravity, which plays the role of lubricating and cooling the planetary gear transmission mechanism and the mode conversion mechanism.

2. The planetary gear reduction transmission shaft fan engine mechanism based on shaft hole air intake as described in claim 1, characterized in that, The shaft fan engine is located on top of the vertical takeoff and landing high-speed transport aircraft (12). It utilizes the Coanda effect to increase lift and reduce drag, and has the advantage of a large cabin space. The bevel gear at the end of the shaft through hole bevel gear output shaft (31) drives the counter-rotating bevel gear composed of the first output shaft (32) and the second output shaft (33), thereby driving the rotors on both sides to rotate in opposite directions at a 180-degree horizontal angle. The first output shaft (32) drives the left rotor to rotate forward, and the second output shaft (33) drives the right rotor to rotate in reverse to counteract the gyroscopic torque. The vertical takeoff and landing high-speed transport aircraft (12) adopts a tiltable, foldable, and variable-pitch counter-rotor (10) and a shaft fan engine as its power system. It fully leverages the advantages of turboshaft rotors (high force efficiency and strong takeoff load capacity) and turbofan engines (high economical cruise lift), skipping the fixed-wing takeoff stage which requires high thrust, and achieving the maximum carrying capacity of the vertical takeoff and landing high-speed transport aircraft (12). The vertical takeoff and landing high-speed transport aircraft (12) has the following operating modes: ① The shaft fan engine operates in turboshaft mode. The rotor (10) of the vertical take-off and landing high-speed transport aircraft (12) tilts to the vertical position. The rotor provides lift with the advantages of high force efficiency and strong take-off load capacity, so as to carry out the vertical take-off and landing of the vertical take-off and landing high-speed transport aircraft (12). ② The shaft fan engine operates in turboshaft mode, the rotor (10) of the vertical take-off and landing high-speed transport aircraft (12) tilts forward, and the vertical take-off and landing high-speed transport aircraft (12) flies at a low speed of 200-300 km / h; ③ The shaft fan engine operates in turboshaft mode. The rotor (10) of the vertical take-off and landing high-speed transport aircraft (12) tilts to a horizontal position. When the vertical take-off and landing high-speed transport aircraft (12) flies at a medium speed of 400-500 km / h, it achieves medium-speed economic flight in propeller mode. ④ The shaft fan engine is converted from turboshaft to turbofan mode and uses fan propulsion. The rotor (10) of the vertical take-off and landing high-speed transport aircraft (12) is folded. The vertical take-off and landing high-speed transport aircraft (12) flies at high speed and high efficiency of 700-1000 km / h. Since the shaft fan engine is mounted on the top, it can use the Coanda effect to increase lift and reduce drag, and has the advantage of large cabin space.

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