A planetary gear type power assembly and method based on a supercharged impeller disc drive

Abstract

The application relates to a kind of planetary gear type power assembly and method based on supercharged impeller disc driving, belonging to the field of aircraft power.The disclosed assembly includes: power turbine driving shaft, inner content supercharged impeller disc (4), planetary gear transmission mechanism (2), fan (1), power output shaft (3), mode conversion mechanism, the mode conversion mechanism includes auxiliary motor (5) and electromagnetic clutch (8), fan (1) is fixedly connected with planetary carrier (24), power output shaft (3) is driven by gear ring (23) of planetary gear transmission mechanism, and the control method considers the control characteristics of constant speed of turboshaft and variable speed of turbofan.The application realizes single-mode maximum capacity driving of fan propulsion or shaft power output and continuous and smooth conversion between modes under active control based on planetary gear transmission mechanism (2) and mode conversion mechanism, solves the problem of load mutation, has the economic cruise advantage of mode conversion mechanism power failure, and the proposed control method solves the control contradiction between turboshaft and turbofan modes.

Description

TECHNICAL FIELD

[0001] The application relates to a planet gear type power assembly and method based on a pressurized impeller disc drive, and belongs to the field of aircraft power. BACKGROUND

[0002] The vertical take-off and landing high-speed aircraft can be used for quickly delivering troops and material support to a poor combat area or launching a surprise attack on the enemy while hiding behind an obstacle, so that the survival rate on the battlefield is greatly improved, or the target is subjected to a staring reconnaissance, and has high maneuverability. Therefore, the vertical take-off and landing high-speed aircraft fully meets the requirements of "quick support and agile attack", and well meets the future combat needs of the army.

[0003] The key to the success or failure 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 cruising thrust output. One idea is to use an independent turboshaft engine for vertical take-off and landing and hovering power, and use an independent turbofan engine for high-speed cruising power, but this inevitably causes redundancy of structure and weight, cost increase, and the combat performance such as the effective payload and range of the aircraft will certainly be significantly reduced. Another idea is to develop a shaft fan engine. The patent with the publication number CN106988926A proposes a turboshaft turbofan combined cycle engine with two Flade fan rotors that are counter-rotating, and the switching between the two modes of output shaft power and thrust generation can be realized through an adjustable guide vane and a clutch coupling. However, the clutch coupling has problems of torque load mutation and friction temperature rise during mode conversion, and the power load of the fan can only be reduced by 20% to 60% by closing the outer duct, that is, the turboshaft single mode cannot be realized with the maximum capacity. The patent with the publication number CN113236441A proposes a turbine shaft fan dual-mode engine and its adjusting method. When the engine is in the turbine shaft engine mode, the outer duct flow regulating valve and the mode selection valve are closed at the same time, the outer duct rotor blade does less work on the airflow, and the output power of the adjustable low-pressure turbine is partially used to drive the fan rotor and the other part is output to the outside by the power output shaft. When the engine is in the turbine fan engine mode, the situation is reversed. However, the fan still rotates and consumes energy in the turboshaft mode, and the problem of not realizing the turboshaft mode with the maximum capacity still exists.

[0004] For the problem of realizing the maximum capacity of the turbo-shaft mode, the patent with the patent publication number CN115506853A proposes a flade impeller disc configuration for a hybrid electric propulsion engine, in which the inner rotor is independent of the outer rotor. In the power generation mode, the outer rotor does not rotate, thereby truly reducing the outer exhaust function to zero. However, due to the use of a differential type electromagnetic clutch, the engine faces serious heat loss and heat dissipation problems during cruising, which reduces the cruising economy, and the power extraction of the turbine can only be extracted in the form of electric power.

[0005] It is necessary to design a corresponding turbo-shaft / turbo-fan engine to realize the maximum capacity of shaft power output or fan propulsion and to ensure efficient transmission in single mode and smooth transition in double mode. SUMMARY

[0006] The purpose of the present application is to provide a planetary gear type power assembly and method based on supercharged impeller disc driving, aiming to develop a planetary gear type turbo-shaft / turbo-fan dual mode transmission mechanism. The mode conversion mechanism is composed of an auxiliary motor and an electromagnetic clutch. The dual mode transmission mechanism is driven by the supercharged impeller disc at the front end of the engine driven by the power turbine through the low pressure shaft. The active mode of the auxiliary motor and the electromagnetic clutch realizes the rapid conversion and locking mechanism, realizes the maximum capacity driving and smooth conversion of the fan propulsion and shaft power output two modes, reduces the energy consumption of auxiliary equipment during cruising, and improves the cruising economy.

[0007] To achieve the above purpose, the present application provides the following technical solutions:

[0008] A kind of planetary gear type power assembly based on supercharged impeller disc drive, including: power turbine drive shaft, inner content supercharged impeller disc, planetary gear transmission mechanism, fan, power output shaft, mode conversion mechanism, oil lubrication system, the inner content supercharged impeller disc includes intake cone, inner content fan and rotating ring, the intake cone is equipped with multiple inner content fans, and rotating ring is arranged at the top of inner content fan blade, the rotating ring uses the material and structure with high convection heat transfer coefficient, the mode conversion mechanism includes auxiliary motor and electromagnetic clutch, the planetary gear transmission mechanism includes sun gear, planetary gear, gear ring and planet carrier, the sun gear is sleeved on the rotating ring, the gear ring is equipped with multiple gear ring lock holes on the ring wall surface close to the rear flow channel side, the planet carrier is the circular ring structure with U-shaped groove, and multiple planet carrier lock holes are arranged on the inner wall surface of planet carrier circular ring, multiple gear ring lock holes and multiple planet carrier lock holes are formed with the circular ring gap without contact, and multiple electromagnetic clutches are installed, fan is installed on the outer circular ring surface of planet carrier, and is configured to realize that inner content supercharged impeller disc, planetary gear transmission mechanism and fan are compactly in the same rotation plane, fan guide vane fixed in the inner surface of outer content casing is installed in the rear flow channel of fan, gear ring is connected with power output shaft and auxiliary motor by additional parallel output shaft drive teeth and auxiliary motor drive teeth respectively while being connected with multiple planetary gear transmission, power output shaft is driven by the gear ring of planetary gear transmission mechanism, and auxiliary motor can drive and brake gear ring by giving different power supply signals, multiple auxiliary motors are arranged in annular array on the inner ring gear surface of gear ring, the planetary gear type power assembly based on supercharged impeller disc drive (referred to as power assembly) is arranged in the front of high pressure compressor of gas turbine engine, and constitutes integrated turboshaft / turbofan engine new configuration, the layout of front power assembly avoids the influence of harsh environment (turbine temperature has exceeded the rated working environment problem of bearing) on oil lubrication system, the integrated turboshaft / turbofan engine new configuration includes power assembly, multi-stage axial compressor with adjustable guide vane, annular combustion chamber with igniter, gas turbine with adjustable guide vane, power turbine and area adjustable tail nozzle from left to right, and the power turbine is connected to inner content supercharged impeller disc by power turbine drive shaft to drive sun gear rotation;

[0009] The power output shaft comprises a first output shaft, a second output shaft, a first support, a second support, an oil baffle and a sleeve, the output shaft driving teeth of the second output shaft and the inner gear teeth of the gear ring are engaged, the first support and the second support fixed on the inner wall surface of the oil lubricating box constitute a double support structure of the second output shaft, avoiding the problem of unstable rotation of single support, the first bearing and the second bearing are respectively used to connect the second output shaft and the two supports, the sleeve and the shaft shoulder are used to axially fix the bearings between the two bearings, the sleeve is provided with an oil groove, the oil baffle is sleeved on the second output shaft and is installed on the outer wall surface of the end surface of the oil lubricating box close to the front flow channel through bolts, the oil baffle can prevent oil leakage, the inner convex ring is arranged on the installation surface of the oil baffle and abuts against the outer ring of the first bearing, which is used for the axial fixation of the bearing, the second output shaft transmits power to the first output shaft through the gear on the end surface, the diameter of the gear on the end surface of the second output shaft close to the front flow channel is consistent with the shaft diameter, so as to assemble the first bearing, the second bearing and the oil baffle;

[0010] The auxiliary motor comprises a permanent magnet rotor, a coil core stator, auxiliary motor driving teeth, an oil baffle cover, motor wires and a stator support, the auxiliary motor driving teeth and the inner gear teeth of the gear ring are engaged and drive the auxiliary motor to rotate, the stator support is installed on the inner wall surface of the end surface of the oil lubricating box close to the front flow channel and supports the entire motor, the oil baffle cover is installed on the outer wall surface of the end surface of the oil lubricating box close to the front flow channel through bolts, and opening the oil baffle cover can check whether the motor is faulty, and disassembling the end surface of the oil lubricating box (6) close to the front flow channel can replace the auxiliary motor;

[0011] The electromagnetic clutch comprises an armature, a coil, an iron core, springs and a mounting head, the coil is sleeved outside the iron core, the armature is provided with a convex ring and is sleeved in the through hole of the iron core, a plurality of springs are connected between the convex ring and the end of the iron core, and the mounting head is fixed on the inner wall of the end surface of the oil lubricating tank close to the rear flow channel, the electromagnetic clutch has three modes, including a no-current turbofan mode for economic cruising, an intermediate-current transition mode and a maximum-current turboshaft mode, in the turbofan mode, the armature is only popped down by the spring force and is embedded in the locking hole of the gear ring, so as to lock the gear ring, in the transition mode, the armature is in a non-locking state under the joint action of the intermediate electromagnetic force and the spring force, and in the turboshaft mode, the armature is popped up by the maximum current electromagnetic force and is embedded in the locking hole of the planet carrier, so as to lock the planet carrier, a plurality of electromagnetic clutches are arranged in an annular array on the inner wall of the end surface of the oil lubricating tank close to the rear flow channel, on one hand, the locking reaction force is shared by each electromagnetic clutch, so as to enhance the overall structural strength, and on the other hand, the plurality of electromagnetic clutches can prevent vibration from occurring in multiple directions at the same time and being disengaged and unlocked when the aircraft shakes, so as to ensure the locking stability in a single mode.

[0012] The power assembly is characterized in that the driver controls the engine working mode-oil supply and the rotor pitch (β) by operating the throttle lever (PLA) and the collective pitch lever (CPL) respectively, the throttle lever (PLA) is divided into parking, slow, turbo-shaft and turbo-fan from bottom to top, and a mode conversion trigger gear is arranged at the turbo-shaft and turbo-fan dividing line, the throttle lever angle and the engine working mode-oil supply are one-to-one corresponding, the turbo-shaft-fuel in the turbo-shaft area is equal to the turbo-fan-fuel in the turbo-fan area;

[0013] The power assembly is installed on an aircraft, and a mission section of the aircraft includes the following processes:

[0014] ① Ground turbo-shaft mode starting: the driver pulls the throttle lever (PLA) from the parking position to the slow position, and the aircraft starts from the parking position to the slow position A1 point in the turbo-shaft mode, and the flight distance S idle = 0; ② Turbo-shaft mode vertical take-off: the driver pulls the throttle lever to the turbo-shaft area, and then pulls the collective pitch lever (CPL) from 0 to 70% to 90%, the rotor lift is increased, the aircraft starts from the ground slow position A1 point, and then flies vertically off the ground, and climbs vertically to the hovering position B1 point with a height of H hover , the collective pitch angle that just enables the aircraft to leave the ground is defined as the ground leaving collective pitch angle, which corresponds to the B1 point, and is set to 70% to 90% of the full collective pitch angle; ③ Turbo-shaft mode to turbo-fan mode: the driver pulls the collective pitch lever from 70% to 90% to 100%, and adjusts the throttle lever in the turbo-shaft area at the same time, the aircraft starts from the hovering position B1 point, and tilts the rotor to make the aircraft have a certain horizontal speed, and then the mode conversion from turbo-shaft to turbo-fan is performed, the driver pulls the collective pitch lever from 100% to 0%, and pulls the throttle lever from the turbo-shaft area to the turbo-fan area, and converts to the C1 point, the fan rotating speed that just enables the aircraft to fly horizontally at the hovering height H hover is defined as the ground leaving fan rotating speed, which corresponds to the C1 point, and is set to 70% to 90% of the rated fan rotating speed N Fan ; ④ Turbo-fan mode high-speed economic cruising: the driver keeps the collective pitch lever unchanged, and pulls the throttle lever from 70% to 90% rotating speed in the turbo-fan area to 100% rotating speed in the turbo-fan area, the aircraft accelerates from the C1 point to the cruising point D, and performs economic cruising; ⑤ Descending to the destination distance and the destination height in the turbo-fan mode: the driver keeps the collective pitch lever unchanged, and pulls the throttle lever from 100% rotating speed in the turbo-fan area to 70% to 90% rotating speed in the turbo-fan area, the aircraft descends from the cruising point D to the height H hoverthe hover point C2; ⑥ turbofan mode to turboshaft mode: the pilot pulls the collective lever from 0% to 70% ~ 90%, and at the same time adjusts the throttle lever of the turbofan area, the aircraft starts from the hover C2 point, the horizontal glide buffer horizontal kinetic energy with a slight drop in height, and then the mode conversion from turbofan to turboshaft, the pilot adjusts the collective lever to keep the height unchanged, and pulls the throttle lever from the turbofan area to the turboshaft area, and converts to the B2 point; ⑦ vertical landing in turboshaft mode: the pilot slowly pulls the collective lever from 70% ~ 90% to 0%, and at the same time adjusts the throttle lever of the turboshaft area from the turboshaft area to the parking, the aircraft vertically descends from the hover B2 point to the slow speed A2 point and then parks.

[0015] The control method of the planetary gear type power assembly based on the supercharged impeller disc driving, characterized in that a pre-process is carried out before mode conversion, the mode conversion process includes an intermediate state, active control of the auxiliary motor and low-speed locking of the electromagnetic clutch, the power turbine speed N L , solve the contradiction between turboshaft constant speed and turbofan variable speed control, avoid the fan speed reaching the rated value after the shaft to fan conversion, and the aircraft is difficult to climb and accelerate, and the specific mode conversion process is:

[0016] I turboshaft mode to turbofan mode: ① pre-process: increase the rotor collective to 100%; ② intermediate state: unlock the planetary carrier, because the rotor load is greater than the fan, the power of the power turbine driven inner conical supercharged impeller disc flows more to the fan on the planetary carrier and less to the power output shaft on the gear ring; ③ active braking control of the auxiliary motor: reduce the rotor collective to 0%, the power of the power output shaft is 8% ~ 15% of the rated value, and the power turbine speed is reduced to 70% ~ 90% of the rated value, the total power of the multiple auxiliary motors meshing with the gear ring is 10% ~ 30% of the rated level of the power output shaft, and the gear ring is reversely braked to a level close to zero, and the fan speed rises rapidly; ④ low-speed locking of the electromagnetic clutch: when the gear ring rotation speed is lower than the set value, such as 5 ~ 50 rpm, the electromagnetic clutch pops down the armature, aligns the gear ring lock hole on the gear ring with the rotation residual, and locks the gear ring, and the mode switching is completed;

[0017] II turbofan mode to turboshaft mode: ① preliminary process: reduce the throttle lever to 70% to 90% of the fan speed, at this time the power turbine speed is 70% to 90%; ② intermediate state: unlock the gear ring, because the rotor total distance is 0%, the load is much smaller than the fan, the power turbine driven supercharger impeller disc power more flow to the gear ring, the planetary carrier rapidly decelerates; ③ auxiliary motor driven control: increase the throttle lever, increase the power turbine speed to 100% of the rated speed, the auxiliary motor driving gear ring exists in meshing, speed up the power output shaft rotation, further reduce the fan speed; ④ electromagnetic clutch low-speed locking: when the planetary carrier rotation speed is lower than the set value, such as 5-50 rpm, the electromagnetic clutch upwardly pops the armature, aligns the planetary carrier lock hole on the planetary carrier by using the residual rotation, locks the planetary carrier, and the mode switching ends;

[0018] The turbofan mode, the electromagnetic clutch is in the power-off lower gear ring state, the auxiliary motor is in the power-off no-load state, the gear ring does not rotate to drive the power output shaft, which is beneficial to improve the long-time cruising economy and reduce the engine fuel consumption, the turboshaft mode has a shorter working time and consumes less energy, the mode conversion process is about 60 seconds, the electromagnetic clutch and the auxiliary motor do not consume excessive fuel, and serious lubricating oil cooling problems are not caused.

[0019] The turbofan mode, the electromagnetic clutch is in the power-off lower gear ring state, the auxiliary motor is in the power-off no-load state, the gear ring does not rotate to drive the power output shaft, which is beneficial to improve the long-time cruising economy and reduce the engine fuel consumption, the turboshaft mode has a shorter working time and consumes less energy, the mode conversion process is about 60 seconds, the electromagnetic clutch and the auxiliary motor do not consume excessive fuel, and serious lubricating oil cooling problems are not caused.

[0020] Compared with the prior art, the advantages of the present application are: a planetary gear type turboshaft / turbofan dual-mode power assembly scheme based on a supercharger impeller disc is provided, the maximum capacity driving of two modes of fan propulsion and shaft power output can be realized, through the driving and braking of the outer gear ring by the auxiliary motor and the low-speed locking of the electromagnetic clutch, the continuous and smooth conversion of the turboshaft / turbofan mode is realized, the problems of great torque load mutation and friction temperature rise during mode conversion existing in the conventional mechanical clutch mechanism are solved, and in the turbofan mode, the auxiliary motor and the electromagnetic clutch are in the power-off state, which is beneficial to long-time economic cruising, the turboshaft mode and the transition process time are short, the short-time electromagnetic clutch energy consumption does not cause great fuel consumption, and a small amount of heat loss also does not cause serious lubricating oil cooling problems. A control method of the power assembly is provided, the control characteristics of turboshaft constant speed and turbofan variable speed are considered, the power turbine speed is reduced when converting from the turboshaft to the turbofan, so as to adapt to the variable fan speed control law of the turbofan mode, the power turbine speed is increased when converting from the turbofan to the turboshaft, so as to adapt to the constant speed and total distance control law of the turboshaft mode, and the contradiction between the traditional turboshaft and turbofan controls is solved. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 The three-dimensional structure diagram of the turbo-shaft / turbo-fan engine and power assembly of the present application.

[0022] Figure 2 The structure diagram of the auxiliary motor and electromagnetic clutch of the present application.

[0023] Figure 3 The structure diagram of the electromagnetic clutch and the mode conversion diagram of the present application.

[0024] Figure 4 The working diagram of the transmission mechanism-mode conversion mechanism-lubricating oil tank of the turbo-shaft / turbo-fan mode of the present application.

[0025] Figure 5 The working diagram of the aircraft containing the turbo-shaft / turbo-fan power assembly of the present application in the flight mission profile.

[0026] Figure 6 The working change diagram of the throttle lever-total distance lever, three rotating speeds, and electromagnetic clutch of the turbo-shaft / turbo-fan power assembly of the present application in the mission profile.

[0027] In the figure: 1-fan, 2-planetary gear transmission mechanism, 21-sun gear, 22-planetary gear, 23-ring gear, 231-ring gear lock hole, 24-carrier, 241-carrier lock hole, 3-power output shaft, 31-first output shaft, 32-second output shaft, 33-first support, 34-second support, 35-oil baffle, 36-sleeve, 4-inner bypass impeller disc, 41-inlet cone, 42-inner bypass fan, 43-rotary ring, 5-auxiliary motor, 6-oil lubricating tank, 7-outer bypass, 71-casing, 72-guide vane, 8-electromagnetic clutch, 82-coil, 83-iron core, 84-spring;

[0028] N L The power turbine rotating speed, N Shat The ring gear rotating speed related to the power output shaft rotating speed, N Fan The fan rotating speed, PLA is the throttle lever, and CPL is the total distance lever. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the present application.

[0030] Please refer to Figure 1The embodiment of the application discloses a planetary gear type power assembly and method based on a pressurized impeller disc drive, which comprises a power turbine drive shaft, an inner content pressurized impeller disc 4, a planetary gear transmission mechanism 2, a fan 1, a power output shaft 3, a mode conversion mechanism, an oil lubrication system, the inner content pressurized impeller disc 4 comprises an air inlet cone 41, an inner content fan 42 and a rotating ring 43, the rotating ring 43 is made of a material and structure with a high convection heat exchange coefficient, a plurality of inner content fans 42 are arranged on the air inlet cone 41, and the rotating ring 43 is arranged at the top of the inner content fan 42, the mode conversion mechanism comprises an auxiliary motor 5 and an electromagnetic clutch 8, the planetary gear transmission mechanism 2 comprises a sun gear 21, a planetary gear 22, a ring gear 23 and a planet carrier 24, the sun gear 21 is sleeved on the rotating ring 43, a plurality of ring gear lock holes 231 are arranged on the ring wall surface close to the rear flow channel side of the ring gear 23, the planet carrier 24 is in a circular ring structure with a U-shaped groove, a plurality of planet carrier lock holes 241 are arranged on the inner wall surface of the circular ring of the planet carrier 24, a plurality of electromagnetic clutches 8 are arranged in the circular ring gap formed by the plurality of ring gear lock holes 231 and the plurality of planet carrier lock holes 241 without contact, the fan 1 is arranged on the outer circular surface of the planet carrier 24, and the structure is used for realizing that the inner content pressurized impeller disc 4, the planetary gear transmission mechanism 2 and the fan 1 are compactly arranged in the same rotating plane, the fan guide vane 72 fixed to the inner surface of the outer content casing 71 is arranged on the rear flow channel of the fan 1, the ring gear 23 is connected with the power output shaft 3 and the auxiliary motor 5 through the additional parallel output shaft driving tooth 321 and the auxiliary motor driving tooth 54 respectively while being connected with the planetary gear transmission, the power output shaft 3 is driven by the ring gear 23 of the planetary gear transmission mechanism, the auxiliary motor 5 can drive and brake the ring gear 23 by giving different power signals, a plurality of auxiliary motors 5 are arranged in an annular array on the inner ring gear surface of the ring gear 23, the planetary gear type power assembly (referred to as a power assembly) is arranged in the front part of a high-pressure compressor of a gas turbine engine, and constitutes a new configuration of an integrated turboshaft / turbofan engine, the layout of the front power assembly avoids the influence of a harsh environment with high temperature (the temperature of the turbine has exceeded the rated working environment of the bearing) on the oil lubrication system, and the new configuration of the integrated turboshaft / turbofan engine comprises the power assembly, a multi-stage axial flow compressor with adjustable guide vanes, an annular combustion chamber with an igniter, a gas turbine, a power turbine and an area adjustable tail nozzle from left to right, the power turbine is connected to the inner content pressurized impeller disc 4 through a power turbine drive shaft to drive the sun gear 21 to rotate;

[0031] Please refer to Figure 4In the embodiment of the present application, the power output shaft 3 comprises a first output shaft 31, a second output shaft 32, a first support 33, a second support 34, an oil retaining ring 35 and a sleeve 36, the output shaft driving tooth 321 of the second output shaft 32 is engaged with the inner tooth of the gear ring 23, the first support 33 and the second support 34 fixed on the inner wall surface of the oil lubricating box 6 form a double support structure of the second output shaft 32, which avoids the problem of unstable rotation of single support, the first bearing and the second bearing are respectively arranged between the second output shaft 32 and the two supports, the sleeve 36 and the shaft shoulder are arranged between the two bearings for axial fixing of the bearings, the sleeve 36 is provided with an oil groove, the oil retaining ring 35 is sleeved on the second output shaft 32 and is installed on the outer wall surface of the end surface of the oil lubricating box 6 close to the front flow channel through bolts, the oil retaining ring can prevent oil leakage, the inner convex ring is arranged on the installation surface of the oil retaining ring 35 and abuts against the outer ring of the first bearing, which is used for axial fixing of the bearing, the second output shaft 32 transmits power to the first output shaft 31 through the gear on the end surface, the diameter of the gear on the end surface of the second output shaft 32 close to the front flow channel is consistent with the shaft diameter, so that the first bearing, the second bearing and the oil retaining ring 35 are sleeved;

[0032] Please refer to Figure 2 In the embodiment of the present application, the auxiliary motor 5 comprises a permanent magnet rotor 53, a coil core stator 52, an auxiliary motor driving tooth 54, an oil retaining cover 51, motor wires 54 and a stator support 61, the auxiliary motor driving tooth 54 is engaged with the inner tooth of the gear ring 23 and drives the auxiliary motor to rotate, the stator support 61 is installed on the inner wall surface of the end surface of the oil lubricating box 6 close to the front flow channel and supports the whole motor, the oil retaining cover 51 is installed on the outer wall surface of the end surface of the oil lubricating box 6 close to the front flow channel through bolts, opening the oil retaining cover 51 can check whether the motor is faulty, and disassembling the end surface of the oil lubricating box 6 close to the front flow channel can replace the auxiliary motor 5;

[0033] Please refer to Figure 2, the electromagnetic clutch 8 has three modes, including no current turbofan mode for economic cruise, intermediate current transition mode and maximum current turboshaft mode, in turbofan mode, the armature 81 is only popped down by spring force and embedded into the locking hole 231 of the gear ring 23, thereby locking the gear ring 23, in transition mode, the armature 81 is in a non-locking state under the joint action of intermediate electromagnetic force and spring force, in turboshaft mode, the armature 81 is popped up by maximum current electromagnetic force and embedded into the locking hole 241 of the planet carrier 24, thereby locking the planet carrier 24, the end face inner wall of the sliding oil lubricating tank 6 near the rear flow channel is annularly arrayed with a plurality of electromagnetic clutches 8, on the one hand, the locking reaction force is shared by each electromagnetic clutch 8, thereby enhancing the overall structural strength, on the other hand, the locking stability in single mode is ensured by preventing vibration disengagement and unlocking failure in multiple directions at the same time when the aircraft shakes.

[0034] Please refer to Figure 5 , the power assembly is installed on an aircraft, and a mission section of the aircraft includes the following processes:

[0035] The power assembly is installed on an aircraft, and a mission section of the aircraft includes the following processes:

[0036] ① Ground turboshaft mode starting: the pilot pulls the throttle lever (PLA) from the parking position to the slow speed, and the aircraft starts from the parking position to the slow speed A1 point in the turboshaft mode, the flight distance S idle = 0; ② Turboshaft mode vertical take-off: the pilot pulls the throttle lever to the turboshaft area, and then pulls the total distance lever (CPL) from 0 to 70% to 90% (80% in the embodiment), the rotor lift increases, the aircraft starts from the ground slow speed A1 point, and then vertically flies off the ground and vertically climbs to the hovering B1 point, the height is H hoverThe collective pitch angle that just allows the aircraft to leave the ground is defined as the ground collective pitch angle, corresponding to point B1, and its size is set to 70% to 90% of the full collective pitch angle (80% in this implementation case); ③ Turboshaft mode to turbofan mode: The pilot pulls the collective pitch stick from 70% to 90% (80% in this implementation case) to 100%, and simultaneously adjusts the throttle stick in the turboshaft region. The aircraft starts hovering from point B1 and tilts the rotor, so that the aircraft tilts forward and has a certain horizontal speed. Then, the pilot performs a mode switch from turboshaft to turbofan. The pilot pulls the collective pitch stick from 100% to 0%, and pulls the throttle stick from the turboshaft region to the turbofan region, switching to point C1, which is defined as the collective pitch angle that just allows the aircraft to leave the ground at hovering height H. hover The fan speed for horizontal flight is defined as the fan speed off the ground, corresponding to point C1, and its value is set to the fan's rated speed N. Fan 70%–90% (80% in this implementation case); ④ High-speed economic cruise in turbofan mode: The pilot keeps the collective pitch stick constant and pulls the throttle stick from 70%–90% (80% in this implementation case) speed in the turbofan region to 100% speed in the turbofan region. The aircraft accelerates and climbs from point C1 to cruise point D for economic cruise; ⑤ Descending to the target distance and altitude in turbofan mode: The pilot keeps the collective pitch stick constant and pulls the throttle stick from 100% speed in the turbofan region to 70%–90% speed in the turbofan region. The aircraft descends from cruise point D to an altitude of H. hover Hovering point C2; ⑥ Turbofan mode to turboshaft mode: The pilot pulls the collective pitch stick from 0% to 70%-90% (80% in this implementation case) and simultaneously adjusts the throttle stick in the turbofan area. The aircraft starts from hovering point C2, glides horizontally with a slight decrease in altitude to buffer horizontal kinetic energy, and then performs a mode transition from turbofan to turboshaft. The pilot adjusts the collective pitch stick to maintain a constant altitude and pulls the throttle stick from the turbofan area to the turboshaft area, switching to point B2; ⑦ Vertical landing in turboshaft mode: The pilot slowly pulls the collective pitch stick from 70%-90% (80% in this implementation case) to 0% and simultaneously adjusts the throttle stick in the turboshaft area from the turboshaft area to stop. The aircraft descends vertically from hovering point B2 to idle point A2 and then stops.

[0037] Please see Figure 1 , Figure 4 and Figure 6 In this embodiment of the invention, the control method for a planetary gear power assembly driven by a booster impeller disk is characterized by a pre-process before mode switching. The mode switching process includes an intermediate state, active control of the auxiliary motor, and low-speed locking of the electromagnetic clutch, achieved by varying the power turbine speed N. L, the upper limit of the adjustment is 100% and the lower limit is 70%~90% (80% in the embodiment), the contradiction between the constant pitch of the rotor and the variable speed of the fan is solved, and the fan speed is prevented from reaching the rated value after the shaft-to-fan conversion, so that the aircraft is difficult to climb and accelerate, and the specific mode conversion process is as follows:

[0038] I. Turboshaft mode→turbofan mode: ① preliminary process: increase the rotor pitch to 100%; ② intermediate state: unlock the planet carrier 24, and because the rotor load is greater than the fan, the power of the power turbine driven impeller disc 4 flows more to the fan 1 on the planet carrier 24 and less to the power output shaft 3 on the gear ring 23; ③ auxiliary motor active braking control: reduce the rotor pitch to 0%, the power of the power output shaft 3 is 8%~15% of the rated value, and the power turbine speed is reduced to 70%~90% (80% in the embodiment) of the rated value, the total power level of the plurality of auxiliary motors 5 engaged with the gear ring 23 is 10%~30% of the rated level of the power output shaft, and the reverse braking gear ring 23 is reversely braked to a level close to zero, and the fan 1 speed rises rapidly; ④ electromagnetic clutch low-speed locking: when the gear ring 23 rotation speed is lower than the set value, such as 5~50 rpm, the electromagnetic clutch (8) pops down the armature (81), aligns the gear ring lock hole 231 on the gear ring 23 through the rotation residual, and locks the gear ring 23, and the mode switching ends;

[0039] II. Turbifan mode→turboshaft mode: ① preliminary process: reduce the throttle lever to 70%~90% of the fan speed, and the power turbine speed is 70%~90% (80% in the embodiment) of the rated value; ② intermediate state: unlock the gear ring 23, and because the rotor pitch is 0%, the load is much smaller than the fan, the power of the power turbine driven impeller disc flows more to the gear ring (23), and the planet carrier (24) rapidly decelerates; ③ auxiliary motor active drive control: increase the throttle lever, increase the power turbine speed to 100% of the rated value, and the auxiliary motor 5 engaged with the gear ring 23 drives the gear ring 23 to speed up the rotation of the power output shaft 3, and the fan speed is further reduced; ④ electromagnetic clutch low-speed locking: when the planet carrier rotation speed is lower than the set value, such as 5~50 rpm, the electromagnetic clutch 8 pops up the armature 81, aligns the planet carrier lock hole 241 on the planet carrier 24 through the rotation residual, and locks the planet carrier 24, and the mode switching ends;

[0040] In the turbifan mode, the electromagnetic clutch 8 is in the lower gear ring 23 locking state with power off, and the auxiliary motor 5 is in the no-load state with power off, the gear ring 23 does not rotate to drive the power output shaft 3, which is beneficial to improve the long-time cruising economy and reduce the engine fuel consumption, in the turboshaft mode, the working time is short, the electromagnetic clutch 8 consumes less energy, and the mode conversion process is about 60 seconds, the electromagnetic clutch 8 and the auxiliary motor 5 will not consume excessive fuel, and will not cause serious oil lubrication and cooling problems

[0041] Please refer to Figure 2 In the embodiment of the application, the power assembly based on the driving of the pressurized impeller disc is characterized in that the turboshaft mode is changed into a power generation mode, according to the design requirement that the total power level of the plurality of auxiliary motors 5 is 10% to 30% of the rated level of the power output shaft, the number of the auxiliary motors 5 for power generation and active control is divided, the auxiliary motor 5 for active control is used for mode conversion, the plurality of auxiliary motors 5 for power generation in the circumferential direction is used for directly generating power to drive the electric lift fan to realize maximum capacity vertical take-off and landing, and high-speed economic cruising is realized through the fan, thereby forming a highly flexible hybrid electric propulsion system.

[0042] The application is not limited to the above-mentioned embodiments, and on the basis of the technical solutions disclosed in the application, those 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 are all within the scope of the technical solutions of the application.

Claims

1. A planetary gear power assembly based on a booster impeller disk drive, comprising: The system comprises a power turbine drive shaft, an internal booster impeller (4), a planetary gear transmission mechanism (2), a fan (1), a power output shaft (3), a mode conversion mechanism, and a lubrication tank (6). The internal booster impeller (4) includes an intake cone (41), an internal fan (42), and a rotating ring (43). The intake cone (41) is equipped with multiple internal fan blades (42), and the internal fan (42) has a full-circle rotating ring (43) at the tip of its blades. The rotating ring (43) is made of materials and structures with high convective heat transfer coefficients. The mode conversion mechanism includes an auxiliary motor (5) and an electromagnetic clutch (8). The planetary gear transmission mechanism... Mechanism (2) includes a sun gear (21), planetary gears (22), a gear ring (23), and a planet carrier (24). The sun gear (21) is fitted onto the rotating ring (43). The gear ring (23) has multiple gear ring locking holes (231) on its ring wall near the rear flow channel side. The planet carrier (24) is a circular ring structure with a U-shaped groove. The inner wall of the planet carrier (24) has multiple planet carrier locking holes (241). Multiple electromagnetic clutches (8) are installed without contact between the multiple gear ring locking holes (231) and the multiple planet carrier locking holes (241) forming the annular gap. The fan (1) is installed on the planet carrier (24). On the outer annular surface, a structure is constructed to allow the internal booster impeller (4), planetary gear transmission mechanism (2), and fan (1) to be compactly located on the same plane of rotation. The fan (1) has a fan guide vane (72) fixed to the inner wall of the outer casing (71) installed in the rear flow channel. The gear ring (23) is connected to multiple planetary gear transmissions, and is also connected to the power output shaft (3) and the auxiliary motor (5) respectively through additional parallel output shaft drive teeth (321) and auxiliary motor drive teeth (54). The power output shaft (3) is driven by the gear ring (23) of the planetary gear transmission mechanism. The auxiliary motor (5) is given different power signals. A driveable and brakeable gear ring (23) has multiple auxiliary motors (5) arranged in annular array on the inner ring tooth surface. The planetary gear power assembly based on the booster impeller disk is arranged in front of the high pressure compressor of the turbojet core engine, forming a new integrated turboshaft / turbofan engine configuration. The new integrated turboshaft / turbofan engine configuration includes, from left to right, a power assembly, an adjustable guide vane multi-stage axial compressor, an annular combustion chamber, an adjustable guide gas turbine, a power turbine, and an area adjustable tail nozzle. The power turbine is connected to the inner booster impeller disk (4) through the power turbine drive shaft to drive the sun gear (21) to rotate. The power output shaft (3) includes a first output shaft (31), a second output shaft (32), a first support (33), a second support (34), an oil baffle ring (35), and a sleeve (36). The output shaft drive gear (321) of the second output shaft (32) meshes with the internal gear of the gear ring (23). The first support (33) and the second support (34), which are fixed to the inner wall of the lubricating oil tank (6), constitute a double support structure for the second output shaft (32). The second output shaft (32) and the two supports are connected. Two bearings are connected, and the bearings are axially fixed by a sleeve (36) and a shoulder. The sleeve (36) is provided with an oil groove. The oil baffle ring (35) is sleeved on the second output shaft (32) and is installed on the outer wall of the end face of the lubricating oil box (6) near the front flow channel by bolts. The oil baffle ring (35) has an inner convex ring on its mounting surface, which abuts against the outer ring of the first bearing for axial fixing of the bearing. The second output shaft (32) transmits power to the first output shaft (31) through the gear on the end face. The auxiliary motor (5) includes a permanent magnet rotor (53), a coil core stator (52), an auxiliary motor drive tooth (54), an oil baffle (51), motor wires (54), and a stator support (61). The auxiliary motor drive tooth (54) meshes with the internal teeth of the gear ring (23) and drives the auxiliary motor to rotate. The stator support (61) is installed on the inner wall of the lubricating oil box (6) and supports the entire motor. The oil baffle (51) is installed on the outer wall of the lubricating oil box (6) near the front flow channel by bolts. Opening the oil baffle (51) can check whether the machine is faulty. Removing the lubricating oil box (6) near the front flow channel can replace the auxiliary motor (5). The electromagnetic clutch (8) includes an armature (81), a coil (82), an iron core (83), a spring (84), and a mounting head (85). The coil (82) is sleeved on the outside of the iron core (81). The armature (81) has a convex ring (811) which is sleeved in the through hole of the iron core (83). Multiple springs (84) are connected to the ends of the convex ring (811) and the iron core (83). The mounting head (85) is fixed on the inner wall of the end face of the lubricating oil tank (6) near the rear flow channel. The electromagnetic clutch (8) has three modes, including a turbofan mode with no current for economical cruising, a transition mode with intermediate current, and a turboshaft mode with maximum current. In turbofan mode, the armature (81) relies solely on the spring. The spring force ejects the armature (81) downward and embeds it into the gear ring locking hole (231), thereby locking the gear ring (23). In the transition mode, the armature (81) is in an unlocked state under the combined action of the intermediate electromagnetic force and the spring force. In the vortex shaft mode, the maximum current electromagnetic force ejects the armature (81) upward and embeds it into the planetary carrier locking hole (241), thereby locking the planetary carrier (24). The lubricating oil tank (6) has multiple electromagnetic clutches (8) arranged in a ring on the inner wall of the end face near the rear flow channel. On the one hand, the locking reaction force is evenly distributed to each electromagnetic clutch (8), which enhances the overall structural strength. On the other hand, it prevents the simultaneous occurrence of vibration unlocking failures in multiple directions when the aircraft is turbulent, thereby improving the locking stability of the single mode.

2. The planetary gear power assembly based on a booster impeller disk drive as described in claim 1, characterized in that, The operator controls the engine operating mode – fuel supply and rotor collective pitch (β) by operating the throttle lever (PLA) and collective pitch lever (CPL), respectively. The throttle lever (PLA) scale is divided into stop, idle, turboshaft, and turbofan modes from bottom to top. There are mode switching trigger positions at the turboshaft and turbofan split lines. Pushing the throttle lever upward to the turbofan trigger position represents the turboshaft to turbofan mode switching, and pushing the throttle lever downward to the turboshaft trigger position represents the turbofan to turboshaft mode switching. The throttle lever angle corresponds one-to-one with the engine operating mode – fuel supply. The value of the turboshaft-fuel ratio when the throttle lever is pushed to the turboshaft region may be equal to that of the turbofan-fuel ratio in the turbofan region. The power unit is installed on the aircraft, and the mission segment of the aircraft includes the following processes: ① Ground-based turboshaft mode start: The pilot pulls the throttle lever (PLA) from the stop position to idle. The aircraft starts in turboshaft mode from stop to idle point A1, with a flight distance S. idle =0② Turboshaft mode vertical takeoff: The pilot pulls the throttle stick to the turboshaft region, then pulls the collective pitch stick (CPL) from 0 to 70%-90%, increasing rotor lift. The aircraft starts from idle point A1 on the ground and climbs vertically to hover point B1, at an altitude of H. hover The collective pitch angle that just allows the aircraft to leave the ground is defined as the ground collective pitch angle, corresponding to point B1, and its size is set to 70% to 90% of the full collective pitch angle; ③ Turboshaft mode to turbofan mode: The pilot pulls the collective pitch stick from 70% to 90% to 100%, and simultaneously adjusts the throttle stick in the turboshaft region. The aircraft starts hovering from point B1 and tilts the rotors, causing the aircraft to tilt forward and have a certain horizontal speed. Then, the pilot performs a mode switch from turboshaft to turbofan. The pilot pulls the collective pitch stick from 100% to 0% and pulls the throttle stick from the turboshaft region to the turbofan region, switching to point C1, which is defined as the collective pitch angle that just allows the aircraft to leave the ground at a hovering height H. hover The fan speed for horizontal flight is defined as the fan speed off the ground, corresponding to point C1, and its value is set to the fan's rated speed N. Fan 70%–90%; ④ High-speed economic cruise in turbofan mode: The pilot keeps the collective pitch stick constant and pulls the throttle stick from 70%–90% speed in the turbofan region to 100% speed in the turbofan region. The aircraft accelerates and climbs from point C1 to cruise point D for economic cruise; ⑤ Descending to the target distance and altitude in turbofan mode: The pilot keeps the collective pitch stick constant and pulls the throttle stick from 100% speed in the turbofan region to 70%–90% speed in the turbofan region. The aircraft descends from cruise point D to an altitude of H. hover Hovering point C2; ⑥ Turbofan mode to turboshaft mode: The pilot pulls the collective pitch stick from 0% to 70%-90% and simultaneously adjusts the throttle stick in the turbofan region. The aircraft starts from hovering point C2, glides horizontally with a slight decrease in altitude to buffer horizontal kinetic energy, and then performs a mode transition from turbofan to turboshaft. The pilot adjusts the collective pitch stick to maintain a constant altitude and pulls the throttle stick from the turbofan region to the turboshaft region, switching to point B2; ⑦ Vertical landing in turboshaft mode: The pilot slowly pulls the collective pitch stick from 70%-90% to 0% and simultaneously adjusts the throttle stick in the turboshaft region from the turboshaft region to stop. The aircraft descends vertically from hovering point B2 to idle point A2 and then stops.

3. The control method for a planetary gear power assembly based on a booster impeller disk drive as described in claim 1, characterized in that, The mode transition is preceded by a preliminary process, which includes intermediate states, active control of the auxiliary motor, and low-speed locking of the electromagnetic clutch, achieved by varying the power turbine speed N. L This resolves the contradiction between constant collective pitch control of the turboshaft and variable speed control of the turbofan, preventing the aircraft from struggling to climb and accelerate after the fan speed has reached its rated speed during the shaft-to-fan transition. The specific mode transition process is as follows: I. Turbine Shaft Mode → Turbofan Mode: ① Pre-process: Increase rotor collective pitch to 100%; ② Intermediate state: Unlock planetary carrier (24). Since the rotor load is greater than the fan load, more power from the internal booster impeller disk (4) driven by the power turbine flows to the fan (1) on the planetary carrier (24), and less flows to the power output shaft (3) on the gear ring (23); ③ Auxiliary motor active braking control: Reduce rotor collective pitch to 0%, the power output shaft (3) power is 8% to 15% of the rated power, and reduce the power turbine speed to 70% of the rated speed. %~90%, the total power level of multiple auxiliary motors (5) meshing with the gear ring (23) is 10%~30% of the rated power output shaft level, and the gear ring (23) is braked in the reverse direction to a level close to zero, and the fan (1) speed rises rapidly; ④ Electromagnetic clutch low speed lock: when the rotation speed of the gear ring (23) is lower than the set value, the electromagnetic clutch (8) pops out the armature (81) downward, and uses the rotational residual rotation to align with the gear ring locking hole (231) on the gear ring (23) to lock the gear ring (23), and the mode switching ends; II. Turbofan mode → Turbofan mode: ① Pre-process: Reduce the throttle lever to 70% to 90% of the fan speed. At this time, the power turbine speed is 70% to 90%. ② Intermediate state: Unlock the gear ring (23). Since the rotor pitch is 0%, the load is much smaller than the fan. The power of the booster impeller driven by the power turbine flows more to the gear ring (23), and the planetary carrier (24) decelerates quickly. ③ Auxiliary motor active drive control: Increase the throttle lever to increase the power turbine speed to 100% of the rated speed. The auxiliary motor (5) that meshes with the gear ring (23) drives the gear ring (23) to accelerate the rotation of the power output shaft (3), and the fan speed is further reduced. ④ Electromagnetic clutch low-speed lock: When the planetary carrier rotation speed is lower than the set value, the electromagnetic clutch (8) pops up the armature (81) and uses the rotational residual rotation to align with the planetary carrier lock hole (241) on the planetary carrier (24) to lock the planetary carrier (24). The mode switching ends. In the turbofan mode, the electromagnetic clutch (8) is in the de-energized lower locking gear ring (23) state, and the auxiliary motor (5) is in the de-energized no-load state. The gear ring (23) does not rotate to drive the power output shaft (3), which is beneficial to improve the long-term cruising economy and reduce engine fuel consumption. In the turboshaft mode, the working time is short and the electromagnetic clutch (8) consumes less energy. The mode conversion process takes about 60 seconds. The electromagnetic clutch (8) and the auxiliary motor (5) will not consume excessive fuel or cause serious lubrication and cooling problems.

4. A planetary gear power assembly based on a booster impeller disk drive as described in claim 2, characterized in that, The turboshaft mode is changed to the power generation mode. The electric lift fan is directly driven by multiple auxiliary motors (5) to achieve maximum vertical take-off and landing. The fan achieves high-speed economical cruise, thus forming a highly flexible hybrid electric propulsion system.

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