Built-in generator device and method for double-rotor aero-engine

Abstract

The invention provides a double-rotor aero-engine built-in generator device and method, and the system comprises a second engine fulcrum, a third engine fulcrum, a two-fulcrum housing assembly, a bearing cavity, a sealing cover, a power output system, a built-in generator, a control system of the built-in generator, and an intermediate case, the two-fulcrum shell assembly is arranged above the two-fulcrum shell assembly; and the dual-redundancy resolver is integrated with the built-in generator, and a resolver signal line of the dual-redundancy resolver is led out by a lead support plate reserved on the intermediate case. According to the invention, a high-performance built-in generator scheme and system design in a narrow space are realized, and the electrodynamic transformation requirement of an aero-engine with a traditional architecture can be met.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and further belongs to the field of overall architecture design of aero-engines, and in particular to a built-in generator device and method for a dual-rotor aero-engine. Background Art

[0003] Modern aircraft engines mainly adopt the dual-rotor turbofan form. The main working mode of aircraft engines is: first, the air turbine starter drives the high-pressure rotor to rotate. When a certain speed is reached, the main combustion chamber of the engine ignites to start the engine, and then the air turbine starter is disengaged. While the high-pressure rotor is working, the high-temperature and high-pressure gas generated drives the low-pressure rotor, and finally the engine reaches the normal working state. At this stage, the power extraction of the high-pressure rotor is mainly achieved through the central transmission assembly set in the intermediate casing to meet the working needs of the entire aircraft accessories and engine accessories.

[0004] In order to achieve the technical goal of fully electrified aircraft engines, how to meet the effective starting of aircraft engines and the growing demand for electrical power of aircraft while eliminating the traditional mechanical transmission structure will become the key technology to achieve the full electrification transformation of aircraft engines. At present, there is no design method for the motor system with built-in starting function of domestic aircraft engines. How to achieve the reliable installation and operation of the built-in starting generator of aircraft engines and the reasonable and feasible cooling system are the key links restricting the full electrification of aircraft engines. Summary of the invention

[0005] In view of this, the embodiments of this specification provide a dual-rotor aircraft engine built-in starter-generator device and method, which can simultaneously meet the needs of aircraft engine starting, high-voltage shaft high power extraction, etc. At the same time, the present invention can also be used for the design of power extraction solutions for rotor systems in the fields of impeller machinery, etc., providing a fully electrified solution for traditional power systems of impeller machinery.

[0006] The embodiments of this specification provide the following technical solutions:

[0007] A twin-rotor aircraft engine built-in generator system, comprising a second engine support point, a third engine support point, a two-support point housing assembly, a bearing cavity, a sealing cover, a power output system, a built-in generator and a control system thereof, and the twin-rotor aircraft engine built-in generator system further comprises:

[0008] An intermediate casing is arranged above the two-pivot housing assembly;

[0009] The dual-redundancy resolver is integrated with the built-in generator, and the resolver signal line of the dual-redundancy resolver is led out from the lead support plate reserved on the intermediate casing.

[0010] Furthermore, the built-in starting generator includes a motor stator and a motor rotor core, the working steady-state deformation of the motor rotor core is △r2, the working steady-state deformation of the bearing at the third fulcrum of the engine is △r1, and the maximum deformation of the engine transition state is △r3. Then, the minimum design gap between the rotor and stator of the built-in starting generator satisfies the formula △=△r1+△r2+△r3, where △ is the minimum design gap between the rotor and stator of the built-in starting generator.

[0011] Furthermore, the value range of △ is 2 to 3 mm.

[0012] Furthermore, the built-in generator also includes a stator cooling jacket structure, which is integrated on the stator casing, and the stator cooling jacket structure has circumferentially and axially distributed channels.

[0013] Furthermore, the power output system further comprises:

[0014] A power output shaft is arranged below the third fulcrum of the engine;

[0015] The power output adapter shaft is integrally connected with the motor rotor core to form a motor rotor assembly; the power output shaft is connected to the power output adapter shaft through a sleeve gear, and a stopper centering structure is provided at the rear end of the sleeve gear; the matching surface between the power output adapter shaft and the motor rotor core is a straight section, and the inner wall surface opposite to the matching surface is an inclined surface with a variable slope of 1 to 2 degrees;

[0016] The front journal of the compressor is connected to the power output shaft through a sleeve gear;

[0017] The first clamping nut is arranged at one end of the power output adapter shaft and the power output shaft away from the third fulcrum of the engine, and is used to clamp and fix the power output adapter shaft and the power output shaft.

[0018] Furthermore, the stator housing is provided with an oil supply path, the front end of the oil supply path is connected to the two-point housing assembly through an oil supply nozzle, and the rear end of the oil supply path is connected to the central transmission housing assembly through an oil supply nozzle. The central transmission housing assembly is located at the third fulcrum of the engine. The central transmission housing assembly is provided with a fulcrum oil supply path. When supplying oil, oil is supplied from the two-point housing assembly to the third fulcrum through the stator housing and the central transmission housing assembly.

[0019] Furthermore, a sealing boss is provided in the circumference of the central transmission housing assembly, a sealing ring groove is provided on the sealing boss, and a mounting threaded hole is provided in the middle position of the sealing ring groove;

[0020] The built-in generator system of the twin-rotor aircraft engine also includes a sealing cover, which is axially provided with a convex ring. The convex ring has the same radius height as the sealing boss of the central transmission housing assembly and matches the area. Through holes are provided at positions corresponding to the convex ring and the mounting threads, and the mounting screws pass through the through holes and are connected to the mounting threads.

[0021] The present invention also provides a method for controlling a built-in starter generator of a twin-rotor aircraft engine. The control method is performed by using the built-in starter generator system of the twin-rotor aircraft engine. The built-in starter generator system of the twin-rotor aircraft engine includes a built-in starter generator, a starting power supply, a digital controller and a power converter. The method for controlling a built-in starter generator of a twin-rotor aircraft engine includes the following steps:

[0022] When the system is in the starting state, the starting power supply supplies power to the power converter, and the digital controller controls the power converter to realize the voltage change at the two terminals of each phase winding of the built-in starter generator to cause the magnetic field change to drive the rotor to rotate;

[0023] When the engine is started, the built-in generator switches to the power generation state; the digital controller controls the power converter to change the on-off state of each phase winding of the built-in generator, thereby converting the engine power into electrical energy.

[0024] Furthermore, the high-voltage speed signal is measured by a dual-redundant resolver integrated on the built-in generator, and combined with the analog speed signal obtained without position control during the operation of the built-in generator, a speed signal acquisition method is established based on the resolver speed signal and with the motor analog speed signal as a reference.

[0025] The present invention also provides a method for cooling a twin-rotor aircraft engine built-in generator, and the twin-rotor aircraft engine built-in generator system is used to perform the cooling method. The method for cooling a twin-rotor aircraft engine built-in generator can select an open cooling scheme, a semi-open cooling scheme and a closed-loop cooling scheme according to the motor cooling requirements and the applicable scenarios;

[0026] Among them, the open cooling solution uses lubricating oil as the cooling medium, and the cooling medium is coupled with the bearing cavity and the lubricating oil system to meet the low heat dissipation requirements;

[0027] Among them, the semi-open cooling solution uses lubricating oil and fuel as cooling media, the cooling medium is separated from the bearing cavity, and the cooling medium circulation is coupled with the fuel system or lubricating oil system of the aircraft engine to meet the medium heat dissipation requirements;

[0028] The closed-loop cooling solution uses supercritical carbon dioxide or supercritical helium as the cooling medium. The cooling medium circulation is separated from the bearing cavity, and the cooling medium is coupled with the closed-loop cooling system in the engine system to meet high heat dissipation requirements.

[0029] Compared with the prior art, at least one of the above-mentioned technical solutions adopted in the embodiments of this specification can achieve at least the following beneficial effects: the present invention realizes a high-performance built-in starter-generator solution and system design in a small space, which can meet the needs of electrification transformation of aircraft engines with traditional architectures. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0031] Figure 1 A schematic diagram of a built-in generator system for a twin-rotor aircraft engine;

[0032] Figure 2 for Figure 1 Schematic diagram of the built-in generator installation and related structures;

[0033] Figure 3 for Figure 2 Schematic diagram of the open cooling scheme for the built-in generator;

[0034] Figure 4 for Figure 2 Schematic diagram of semi-open cooling scheme for the generator built in the center;

[0035] Figure 5 for Figure 2 Schematic diagram of the closed-loop cooling scheme for the generator built in;

[0036] Figure 6 for Figure 2 Schematic diagram of the medium power output adapter shaft structure;

[0037] Figure 7 for Figure 2 A schematic diagram of the structure of a central transmission housing with a mounting sealing boss.

[0038] The reference numerals in the figure are as follows: 21, intermediate casing; 22, stator casing; 23, oil supply nozzle; 24, two-pivot casing assembly; 25, motor stator; 26, dual-redundant resolver; 27, second fulcrum; 28, second clamping nut; 29, motor rotor core; 210, first clamping nut; 211, power output adapter shaft; 212, compressor front journal; 213, power output shaft; 214, third fulcrum; 215, central transmission casing assembly; 216, sealing cover; 217, screw pile; 218, middle cavity oil supply pipe. DETAILED DESCRIPTION

[0039] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0040] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0041] like Figures 1 to 7As shown, the embodiment of the present invention provides a dual-rotor aircraft engine built-in generator system and method, which are as follows:

[0042] The built-in generator is installed in the inner cavity of the engine, between the second fulcrum 27 and the third fulcrum 214 of the engine, and is surrounded by the intermediate casing 21 and the two-fulcrum housing assembly 24. Since the entire installation environment space is small, the built-in generator adopts an integrated design, which is divided into a stator structure and a rotor structure according to the structural form, and is divided into a switched reluctance motor, a position sensor, a digital controller, a power converter, a current and voltage detection, an output filter and a power supply control according to the functional modules.

[0043] The traditional aircraft engine is driven by the central transmission component to drive the accessory casing, and the speed sensor on the accessory casing directly obtains the electrical signal and converts it into a digital signal for the engine control needs. Due to the cancellation of traditional structures such as the central transmission, the traditional rotor signal cannot be obtained. In order to meet the engine rotor control needs, a dual-redundancy resolver 26 is integrated and designed on the built-in generator (to meet the speed signal backup needs). The resolver signal line is led out by the lead support plate reserved by the intermediate casing 21. During the operation of the engine, the engine speed is converted into an electrical signal by the dual-redundancy resolver, which is converted into a digital signal for the engine control needs. In order to further improve the effective acquisition capability of the control signal of the engine after the built-in generator is installed in series, the ability of the generator to obtain the speed analog signal by the position-free control method is simultaneously established, which is used for emergency control after the dual-redundancy resolver cannot obtain the engine working speed signal. Finally, a rotor speed signal acquisition scheme based on the resolver speed signal acquisition and the motor analog speed signal as a reference is established.

[0044] The present invention designs a dual-redundant resolver, proposes combining the analog speed signal obtained during the operation of the generator, and establishes a rotor speed signal acquisition scheme based on the resolver speed signal and with the motor analog speed signal as a reference, so as to obtain the speed signal from the accessory case transmission mechanism in the replacement transmission scheme.

[0045] The working clearance between the rotor and stator of the built-in starter generator is directly related to the power generation efficiency of the starting power meter. The smaller the working clearance, the higher the starting and power generation efficiency of the built-in starter generator. Conversely, the starting and power generation efficiency is lower. At the same time, when the engine is working, the working reliability is reduced due to factors such as structural deformation. The working steady-state deformation of the third fulcrum 214 bearing △r1, the working steady-state deformation of the motor rotor core 29 △r2, and the maximum deformation △r3 of the engine transition state are considered. Finally, the minimum design clearance between the rotor and stator of the built-in starter generator is designed to be △.

[0046] Among them: △ = △r1 + △r2 + △r3.

[0047] Taking into account the relevant safe working clearances, the deformation results of the system analysis under the full package of the engine were calculated by strength calculation, and finally the design clearance △ between the rotor and stator of the built-in generator was determined to be 2-3mm, which not only ensures high efficiency under various working conditions, but also takes into account the influence of structural deformation, achieving a balance between efficiency and reliability.

[0048] The present invention comprehensively considers the steady-state deformation △r1 of the third fulcrum bearing, the steady-state deformation △r2 of the motor rotor core, the maximum transient deformation △r3 of the engine, and the relevant safe working clearance, and accurately calculates and determines the minimum design clearance △ between the rotor and the stator to be 2 to 3 mm. This design not only ensures high efficiency under various working conditions, but also takes into account the influence of structural deformation, improves working reliability, and achieves a balance between efficiency and reliability.

[0049] The built-in generator will generate a lot of heat during energy conversion. At the same time, there is a lot of lubricating oil and oil mist in the bearing cavity where it is located during operation. As the lubricating oil system circulates, a small part of the heat generated by the motor can be taken away. However, the remaining large amount of heat still needs to be solved. Excessive heat will cause problems such as coking of the lubricating oil in the bearing cavity. The heat generated by the built-in generator needs to be taken away in time during operation. Therefore, a cooling jacket structure is integrated on the stator housing 22, and circumferential and axial distributed oil channels are used inside the cooling jacket, which effectively increases the heat dissipation area. The cooling jacket structure is integrated with the stator housing 22 of the built-in generator to achieve efficient heat dissipation while enhancing space utilization.

[0050] A cooling jacket structure is designed to be integrated on the stator housing 22, and circumferential and axial distributed oil channels are used inside. This not only effectively increases the heat dissipation area, but also improves space utilization through integrated design, ensuring that the built-in generator can dissipate heat in time during operation and maintain stable operation of the system.

[0051] like Figures 3 to 5 As shown, the motor cooling scheme can be designed according to the needs and scenarios. Open cooling, semi-open cooling and closed-loop cooling. In the open cooling scheme, the cooling medium is selected as engine lubricating oil (the same as the working environment medium of the built-in generator), and the cooling oil supply flow path of the built-in generator is designed in the engine lubricating oil system. After flowing out through the cooling jacket, it returns to the lubricating oil system together with the bearing cavity lubricating oil. In the semi-open cooling scheme, the cooling medium is selected as lubricating oil and fuel. The cooling jacket structure is isolated from the working environment of the motor. The cooling medium circulation does not contact the bearing cavity. The built-in generator cooling oil supply flow path is designed in the engine fuel system or lubricating oil system. In the closed-loop cooling scheme, the cooling medium does not select the conventional fuel and lubricating oil medium of the engine. The new cooling medium of future aircraft engines is selected, such as supercritical carbon dioxide, supercritical helium, etc. The cooling jacket structure is isolated from the working environment of the motor, and the cooling medium circulation does not contact the bearing cavity. A closed-loop cooling system is added to the engine system.

[0052] Three cooling schemes for built-in generators are proposed, including open cooling, semi-open cooling and closed-loop cooling for different application scenarios and systems to meet the differentiated cooling needs of different types of engines.

[0053] The present invention provides a flexible motor cooling solution to adapt to different needs and scenarios. The open cooling solution uses the same engine lubricating oil as the working environment as the medium, and returns it to the lubricating oil system after cooling through a built-in oil supply flow path to meet low heat dissipation requirements. The semi-open cooling solution uses lubricating oil and fuel as the medium, and avoids the contact between the medium and the bearing cavity by isolating the cooling jacket structure from the motor working environment to meet medium heat dissipation requirements. The closed-loop cooling solution uses new cooling media such as supercritical carbon dioxide or supercritical helium to further isolate the cooling jacket from the motor working environment, and adds a closed-loop cooling system to meet high heat dissipation requirements. These solutions jointly ensure the effective heat dissipation of the built-in generator under various working conditions, improving the reliability and efficiency of the system.

[0054] Since the installation space of the built-in generator is small, and in order to ensure the starting and power generation of the built-in generator (due to the large weight caused by the large number of coils), the motor adopts a split rotor-stator design, so the motor rotor and stator can be installed and designed independently. At the same time, in order to ensure the coordinated deformation of the rotor and stator, the rotor and stator are installed and transmitted on the third fulcrum 214. The motor stator is connected and fixed to the installation edge of the intermediate casing 21 through the stator housing 22 of the built-in generator. Several installation screws are arranged circumferentially on the stator housing. To ensure the reliability of the screw connection, a double-headed variable-section screw 217 is used (the screw scheme of this scheme is MJ10 / MJ8). The MJ10 end of the screw is installed on the stator housing 22, and the other end is fixed to the intermediate casing 21 by installing a self-locking nut. The motor stator housing and the intermediate casing are centered with a small gap to ensure working reliability. To ensure the sealing of the connection, the design density of the screw 217 is 3~6d (d is the screw diameter of the screw). Since the motor stator is heavy, in order to enhance the working reliability, the two-pivot housing assembly 24 is designed with three bosses in the circumferential direction to cooperate with the small gap between the motor stator housing and play the role of working limit.

[0055] In order to solve the problem of small installation space for built-in generators, the motor rotor and stator are designed and installed separately, and double-head variable-section screws are arranged on the motor stator housing to improve installation reliability. The motor rotor power transmission system is designed in sections, and the power output adapter shaft and the output shaft adopt a sleeve gear + shaft end clamping nut structure. At the same time, the rear end of the sleeve gear is designed with a stop centering structure to ensure reliable installation and operation of the motor rotor.

[0056] In the motor rotor installation scheme, the active arc bevel gear structure in the traditional mechanical scheme is cancelled, and a built-in generator power output shaft 213 is designed, which is installed under the third fulcrum 214 and connected with the sleeve gear on the front shaft neck 212 of the compressor. At the same time, a power output adapter shaft 211 is designed, which is connected to the power output shaft 213 through a sleeve gear, and is fixed by designing a first clamping nut 210 at the end of the power output shaft. The motor rotor core 29 and the power output adapter shaft 211 are designed as an integrated whole. During the assembly and disassembly process, the two are assembled and disassembled as a whole. The rotor part of the dual-redundancy resolver 26 is fixed to the power output adapter shaft 211 by the second clamping nut 28. The axial distance of the built-in generator rotor and stator is ensured by adjusting the axial size of the limit blocks arranged before and after the motor rotor core 29.

[0057] The oil supply for the front and rear pivots of the bearing cavity in the traditional intermediate casing comes from the middle cavity oil supply path. The lubricating oil flows to the second pivot 27 and the third pivot 214 respectively after passing through the middle cavity oil supply pipe 218. Due to the installation of the built-in motor, the original oil supply path of the third pivot 214 is blocked. In order to reduce the cost of modification, this scheme creatively proposes a cross-bridge design scheme for the pivot oil supply path, that is, a pivot oil supply path is designed in the stator casing of the built-in generator. The front end of the oil supply path extends out of the oil supply nozzle 23 at the front end of the stator shell 22, which is connected to the engine middle cavity oil supply path, and the oil supply sleeve extends out from the rear end of the stator shell for connecting to the oil supply nozzle designed on the central transmission shell assembly 215, so as to realize the oil supply to the pivot through the flow path on the central transmission shell assembly.

[0058] The robustness of the built-in generator rotor connection is crucial to the reliable operation of the entire system. Since the middle cavity involves functional structures such as sealing and oil supply, the motor rotor mounting structure is in the form of a forward-protruding cantilever, which is not conducive to deformation control and working robustness. To solve the above problems, in the motor rotor force transmission structure, a sleeve gear + shaft end clamping nut structure is adopted between the power output adapter shaft 211 and the output shaft 213, and a stop centering structure is designed at the rear end of the sleeve gear. Through the combined effect of the above-mentioned characteristic structures, the robustness of the force transmission between the power output adapter shaft 211 and the output shaft 213 can be effectively guaranteed. In order to ensure that the built-in generator has a high starting and generating power, and considering the high density of the motor stator core, the superimposed resolver, clamping nut and other structures, the weight of the entire motor rotor system is relatively high. In order to solve the problem of structural deformation in a small space, the power output adapter shaft 211 structure and the motor rotor core 29 structure are creatively integrated. The motor rotor magnetic steel and other structures are bonded to the power output adapter shaft 211 structure to form a motor rotor assembly structure. During the assembly and disassembly process, the motor rotor structure is integrated and assembled through the clamping nut 210 between the power output adapter shaft 211 and the power output shaft 213, thereby improving efficiency. At the same time, the inner wall of the power output adapter shaft 211 is designed as a variable cross-sectional thickness structure, and the variable slope design along the wall is 1 to 2°, so that the power output adapter shaft and the output shaft have a higher connection stiffness, and the motor rotor force transmission structure is realized in a small space. Efficient and robust.

[0059] An integrated design of the motor rotor and power output structure is proposed, and a variable slope design of 1 to 2° on the inner wall of the power output adapter shaft is proposed, which breaks through the difficulties in high-performance design of generators and force transmission robustness design in narrow spaces.

[0060] The design quality of the bearing cavity sealing scheme will affect the working reliability of the aircraft engine. In the traditional mechanical scheme, the sealing cover is installed on the intermediate casing through the studs fixed thereon, and the nut installation position is in the bearing cavity. Only the radial sealing structure between the sealing cover and the intermediate casing needs to be considered. Due to the installation of the built-in generator, the sealing cover cannot be directly installed on the intermediate casing, which brings about the axial sealing problem. In order to solve this problem, a central transmission housing 215 structure with a circumferential belt mounting sealing boss is designed, a sealing ring groove is added to the boss structure, and a mounting thread is designed in the middle part of the sealing ring groove. A sealing cover 216 structure with a circumferential belt mounting convex ring is designed. The mounting sealing convex ring is highly consistent with the sealing boss radius on the central transmission housing 215, and a hole is opened at the corresponding installation position. The sealing cover structure is compressed by the circumferential mounting screws to achieve radial sealing of the sealing cover, and the bearing cavity sealing problem caused by the addition of the built-in generator is achieved by compressing the rubber ring installed between the mounting convex ring and the sealing boss.

[0061] The present invention introduces a central transmission housing 215 with a circumferentially mounted sealing boss and a sealing cover 216 with a circumferentially mounted convex ring through innovative design. This design achieves efficient radial and axial sealing by adding a sealing ring groove on the boss structure and designing mounting threads, and by making the mounting sealing convex ring of the sealing cover accurately match the sealing boss of the central transmission housing. The sealing cover is pressed by circumferentially mounted screws, and the rubber ring between the mounting convex ring and the sealing boss is used to effectively solve the bearing cavity sealing problem caused by the built-in generator, thereby significantly improving the sealing performance and working reliability of the entire engine system.

[0062] The present invention also provides a control method system for a twin-rotor aircraft engine built-in generator, which is implemented by the above-mentioned device and specifically includes the following steps:

[0063] In the starting state, the starting power supply supplies power to the power converter, and the digital controller controls the power converter to achieve the voltage change at the two terminals of each phase winding of the motor to cause the magnetic field change to drive the rotor to rotate. When the engine starts, the built-in generator switches to the power generation state. The digital controller controls the power converter to change the on-off state of each phase winding of the motor to realize the conversion of engine power into electrical energy.

[0064] The above is only a specific embodiment of the present invention, and cannot be used to limit the scope of the invention. Therefore, the replacement of equivalent components, or equivalent changes and modifications made according to the protection scope of the present invention, should still fall within the scope of this patent. In addition, the technical features of the present invention can be freely combined with each other, with each other, and with each other.

Claims

1. A dual-rotor aircraft engine built-in generator device, comprising an engine second fulcrum (27), an engine third fulcrum (214), a two-fulcrum housing assembly (24), a bearing cavity, a sealing cover (216), a power output system, a built-in generator and a control system thereof, characterized in that: The dual-rotor aircraft engine built-in generator system also includes: An intermediate casing (21) is arranged above the two-pivot housing assembly (24); The dual-redundancy resolver (26) is integrated with the built-in generator, and the resolver signal line of the dual-redundancy resolver (26) is led out from a lead support plate reserved on the intermediate casing (21).

2. The twin-rotor aircraft engine built-in generator device according to claim 1, characterized in that: The built-in generator comprises a motor stator (25) and a motor rotor core (29), the working steady-state deformation of the motor rotor core (29) is △r2, the working steady-state deformation of the bearing of the third fulcrum (214) of the engine is △r1, and the maximum deformation of the engine in the transient state is △r3. Then, the minimum design gap between the rotor and the stator of the built-in generator satisfies the formula △=△r1+△r2+△r3, where △ is the minimum design gap between the rotor and the stator of the built-in generator.

3. The twin-rotor aircraft engine built-in generator device according to claim 2, characterized in that: The value range of the minimum design gap △ between the rotor and stator of the built-in generator is 2 to 3 mm.

4. The twin-rotor aircraft engine built-in generator device according to claim 1, characterized in that: The built-in generator also includes a stator cooling jacket structure, which is integrated on the stator housing, and the stator cooling jacket structure has channels distributed circumferentially and axially.

5. The twin-rotor aircraft engine built-in generator device according to claim 2, characterized in that: The power output system comprises: A power output shaft (213) is arranged below the third fulcrum (214) of the engine; The power output adapter shaft (211) is integrally connected with the motor rotor core (29) to form a motor rotor assembly; the power output shaft (213) is connected with the power output adapter shaft (211) via a sleeve gear, and a stopper centering structure is provided at the rear end of the sleeve gear; the matching surface between the power output adapter shaft (211) and the motor rotor core (29) is a straight section, and the inner side wall surface opposite to the matching surface is an inclined surface with a variable slope of 1 to 2 degrees; The compressor front journal (212) is connected to the power output shaft (213) through a sleeve gear; The first clamping nut (210) is arranged at one end of the power output adapter shaft (211) and the power output shaft (213) away from the third fulcrum (214) of the engine, and is used to clamp and fix the power output adapter shaft (211) and the power output shaft (213).

6. The twin-rotor aircraft engine built-in generator device according to claim 1, characterized in that: The stator housing (22) is provided with an oil supply passage; the front end of the oil supply passage is connected to the two-pivot housing assembly (24) through an oil supply nozzle, and the rear end of the oil supply passage is connected to the central transmission housing assembly (215) through an oil supply nozzle; the central transmission housing assembly (215) is located at the third fulcrum (214) of the engine; the central transmission housing assembly (215) is provided with a fulcrum oil supply passage; when supplying oil, oil is supplied from the two-pivot housing assembly (24) through the stator housing (22) and the central transmission housing assembly (215) to the third fulcrum (214).

7. The twin-rotor aircraft engine built-in generator device according to claim 1, characterized in that: A sealing boss is arranged in the circumference of the central transmission housing assembly (215), a sealing ring groove is arranged on the sealing boss, and a mounting threaded hole is arranged in the middle of the sealing ring groove; The dual-rotor aircraft engine built-in generator system also includes a sealing cover (216), the sealing cover (216) is axially provided with a convex ring, the convex ring and the sealing boss of the central transmission housing component (215) have the same radius height and matching area, the convex ring and the mounting thread are provided with through holes at positions corresponding to the mounting threads, and the mounting screws pass through the through holes and are connected to the mounting threads.

8. A method for controlling a built-in generator of a twin-rotor aircraft engine, characterized in that: The control method is performed by using a twin-rotor aircraft engine built-in starter-generator device according to any one of claims 1 to 7, wherein the twin-rotor aircraft engine built-in starter-generator system comprises a built-in starter-generator, a starting power supply, a digital controller and a power converter, and the twin-rotor aircraft engine built-in starter-generator control method comprises the following steps: When the system is in the starting state, the starting power supply supplies power to the power converter, and the digital controller controls the power converter to realize the voltage change at the two terminals of each phase winding of the built-in starter generator to cause the magnetic field change to drive the rotor to rotate; When the engine is started, the built-in generator switches to the power generation state; the digital controller controls the power converter to change the on-off state of each phase winding of the built-in generator, thereby converting the engine power into electrical energy.

9. The method for controlling a twin-rotor aircraft engine internal generator according to claim 8, characterized in that: A high-voltage rotation speed signal is measured by a dual-redundancy resolver (26) integrated on a built-in generator, and combined with an analog rotation speed signal obtained without position control during operation of the built-in generator, a rotation speed signal acquisition method is established based on the resolver rotation speed signal and with the motor analog rotation speed signal as a reference.

10. A method for cooling a generator built into a twin-rotor aircraft engine, characterized in that: The above cooling method is performed by using a twin-rotor aircraft engine built-in starter-generator system according to any one of claims 1 to 7, wherein the twin-rotor aircraft engine built-in starter-generator cooling method can select an open cooling scheme, a semi-open cooling scheme and a closed-loop cooling scheme according to the motor cooling requirements and the applicable scenarios; The open cooling solution uses lubricating oil as a cooling medium, and the cooling medium is coupled with the bearing cavity and the lubricating oil system to meet the low heat dissipation requirements; The semi-open cooling solution uses lubricating oil and fuel as cooling media, the cooling media is separated from the bearing cavity, and the cooling media circulation is coupled with the fuel system or lubricating oil system of the aircraft engine system to meet the medium heat dissipation requirements; The closed-loop cooling solution uses supercritical carbon dioxide or supercritical helium as a cooling medium. The cooling medium circulation is separated from the bearing cavity, and the cooling medium is coupled with a closed-loop cooling system in the aircraft engine system to meet high heat dissipation requirements.

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