Aircraft propulsion system

Abstract

The invention aims to provide an aircraft propulsion system which comprises an energy storage unit and a tail fan assembly, the energy storage unit is arranged in an aircraft body, the tail fan assembly is arranged at the tail of an aircraft, and the tail fan assembly comprises a first driving unit, a tail fan rotor and a tail fan stator. The first driving unit is electrically connected with the energy storage unit, the tail fan rotor is arranged on the periphery of the tail of the aircraft and is in transmission connection with the first driving unit, and the tail fan stator is arranged on the periphery of the tail of the aircraft. The tail fan stator is closer to the rear end of the aircraft than the tail fan rotor. By adopting the aircraft propulsion system, the propulsion efficiency of the existing aircraft can be improved, and the fuel consumption of the aircraft in the whole voyage can be reduced.

Description

Technical Field

[0001] The present invention relates to the field of aircraft power machinery, and in particular to an aircraft propulsion system. Background Art

[0002] ICAO and related scientific research institutions have increasingly stringent requirements for fuel consumption, environmental protection and other indicators of future aircraft. Currently, it is hoped that by 2035 (N+3 time frame), the fuel consumption of aircraft will be reduced by 70%. However, aircraft engines based on conventional fuel configurations can no longer meet this requirement. In recent years, the existing technology has proposed new aerodynamic layouts and aircraft / engine propulsion system concepts using new energy sources from new perspectives such as aircraft configurations and energy usage.

[0003] Among the existing aircraft propulsion systems, there is a boundary layer ingestion propulsion system (propulsive fuselage concept) that uses a boundary layer ingestion electric fan (BLI fan) installed at the tail of the aircraft, which has become a research hotspot. The basic idea of ​​this configuration is to add a fan to the tail of a traditional aircraft, which is usually directly driven by the electricity generated by the operation of a conventional gas turbine engine. When the tail fan is working, it can effectively inhale the gas boundary layer that gradually accumulates on the surface of the fuselage due to viscosity, thereby reducing the accumulation of the body boundary layer, effectively reducing the resistance of the aircraft, and ultimately achieving the purpose of reducing the range and fuel consumption.

[0004] How to improve the propulsion efficiency of existing aircraft and reduce the fuel consumption of the aircraft throughout the entire flight is an issue that needs to be addressed urgently. Summary of the invention

[0005] The object of the present invention is to provide an aircraft propulsion system, which can improve the propulsion efficiency of existing aircraft and reduce the fuel consumption of the aircraft throughout the voyage.

[0006] To achieve the above-mentioned purpose, an aircraft propulsion system includes:

[0007] An energy storage unit is disposed in the aircraft fuselage;

[0008] The tail fan assembly is arranged at the tail of the aircraft. The tail fan assembly is an open fan engine, comprising:

[0009] A first driving unit, electrically connected to the energy storage unit;

[0010] a tail fan rotor, disposed on the outer periphery of the tail of the aircraft and drivingly connected to the first drive unit; and

[0011] A tail fan stator is arranged on the outer periphery of the tail of the aircraft;

[0012] Wherein, the tail fan stator is closer to the rear end of the aircraft than the tail fan rotor.

[0013] In one or more embodiments, the aircraft includes wings, and the aircraft propulsion system further includes a wing fan assembly, wherein the wing fan assembly is arranged in pairs on a pair of the wings, and at least one wing fan assembly is arranged on each wing;

[0014] Wherein, the wing fan assembly is an open fan engine.

[0015] In one or more embodiments, the wing fan assembly includes a wing fan rotor and a wing fan stator, wherein the wing fan stator is closer to the rear end of the aircraft than the wing fan rotor.

[0016] In one or more embodiments, at least one of the wing fan assemblies comprises:

[0017] An outer casing and disposed in the outer casing:

[0018] Compressor;

[0019] A combustion chamber, arranged on the downstream side of the compressor along the incoming flow direction;

[0020] A high-pressure turbine is arranged at the downstream side of the combustion chamber along the incoming flow direction and is drivingly connected to the compressor via a high-pressure turbine shaft;

[0021] A power turbine is arranged at the downstream side of the high-pressure turbine along the incoming flow direction;

[0022] A motor group, comprising a generator and a second drive unit, wherein the generator is drivingly connected to the power turbine through a low-turbo shaft, the generator is electrically connected to the energy storage unit, and the energy storage unit is electrically connected to the second drive unit;

[0023] Wherein, the wing fan stator is arranged on the outer periphery of the tail cone of the outer casing, and the wing fan rotor is transmission-connected to the low-turbo shaft and the second drive unit.

[0024] In one or more embodiments, the wing fan rotor is transmission-connected to the low-turbine shaft via a speed reducer.

[0025] In one or more embodiments, at least one of the wing fan assemblies comprises:

[0026] An outer casing and disposed in the outer casing:

[0027] High pressure compressor;

[0028] A combustion chamber, arranged on the downstream side of the high-pressure compressor along the incoming air flow direction;

[0029] A high-pressure turbine is arranged at the downstream side of the combustion chamber along the incoming flow direction and is drivingly connected to the high-pressure compressor through a high-turbulence shaft;

[0030] A low-pressure turbine is arranged at a downstream side of the high-pressure turbine along the incoming flow direction; and

[0031] A motor group, comprising a generator and a second drive unit, wherein the generator is drivingly connected to the low-pressure turbine via a low-turbo shaft, the generator is electrically connected to the energy storage unit, and the energy storage unit is electrically connected to the second drive unit; and

[0032] An actuating unit is arranged upstream of the outer casing along the incoming flow direction, a flow channel in the outer casing is defined between the actuating unit and the inlet of the outer casing, the wing fan rotor is arranged at the outer periphery of the actuating unit and is transmission-connected to the low-pressure turbine, and the wing fan stator is arranged at the outer periphery of the outer casing on the downstream side of the actuating unit along the incoming flow direction.

[0033] In one or more embodiments, the wing fan stator is mounted on the periphery of the actuating unit through a pitch adjustment unit.

[0034] In one or more embodiments, the wing fan rotor is drivingly connected to the low-pressure turbine via a gear box and the low-turbines shaft.

[0035] In one or more embodiments, the first driving unit and / or the second driving unit is a motor.

[0036] In one or more embodiments, the motor is fixed in the aircraft via a motor support plate.

[0037] The beneficial effects of the present invention are:

[0038] By setting up the tail fan assembly, it has a boundary layer suction effect and can provide 20% to 30% thrust at the same time. Therefore, when the total thrust demand of the aircraft remains unchanged, the thrust demand of the conventional gas turbine engine is reduced, so its fan diameter can also be reduced, which makes it easier to meet the size constraint limit under the maximum diameter of the nacelle, and at the same time is equivalent to indirectly increasing the bypass ratio of the traditional gas turbine engine. On this basis, the open fan engine is an engine between the turboprop and the turbofan. Since it can be regarded as an ultra-high bypass ratio turbofan engine without the external bypass, it has the advantages of high propulsion efficiency and low fuel consumption of the turboprop engine and high flight speed of the turbofan engine. By applying the open fan configuration to the tail fan assembly, the aerodynamic efficiency of the tail fan assembly 1 can be further improved.

[0039] On this basis, the tail fan assembly of this configuration is equipped with a double-row fan structure, which combines the tail fan rotor and the tail fan stator. On the basis of providing boundary layer suction and partial thrust through the tail fan rotor, the tail fan stator is used for rectification and noise reduction, thereby meeting the noise requirements of the aircraft during takeoff. At the same time, during the landing process, the tail fan assembly can be reversed to play a reverse thrust role, shorten the landing distance, and even replace the reverse thrust device in the previous engine, thereby simplifying the engine structure and reducing the engine weight.

[0040] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Moreover, the same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0042] Figure 1 A schematic diagram showing an aircraft propulsion system according to some embodiments of the present application being applied to an aircraft;

[0043] Figure 2 A partial schematic diagram of a tail fan assembly according to some embodiments of the present application is shown;

[0044] Figure 3 A schematic diagram of the layout of a tail fan assembly according to some embodiments of the present application is shown;

[0045] Figure 4 A three-dimensional schematic diagram of a tail fan assembly according to some embodiments of the present application is shown;

[0046] Figure 5 A perspective schematic diagram of a wing fan assembly according to some embodiments of the propulsion system is shown;

[0047] Figure 6 A schematic diagram of a wing fan assembly according to a first embodiment of the present application is shown;

[0048] Figure 7 A schematic diagram of a wing fan assembly according to a second embodiment of the present application is shown. DETAILED DESCRIPTION

[0049] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0050] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0051] In order to improve the propulsion efficiency of existing aircraft, according to some embodiments of the present application, an aircraft propulsion system is provided, such as Figure 1 , which is a schematic diagram of an aircraft propulsion system according to some embodiments of the present application applied to an aircraft, wherein the aircraft 100 includes a fuselage 101 and wings 102 , and the aircraft propulsion system includes a tail fan assembly 1 and an energy storage unit 2 arranged at the tail of the aircraft.

[0052] Figure 2 A partial schematic diagram of a tail fan assembly according to some embodiments of the present application is shown. Figure 3 shows a schematic diagram of the layout of a tail fan assembly according to some embodiments of the present application, Figure 4 A three-dimensional schematic diagram of a tail fan assembly according to some embodiments of the present application is shown, combined with Figures 1 to 4 It can be seen that the energy storage unit 2 is arranged in the fuselage 101 of the aircraft 100, the tail fan assembly 1 is arranged at the tail 103 of the aircraft, and the tail fan assembly 1 is an open fan engine. The open fan engine is an open engine configuration in which no nacelle component is arranged on the outside of the fan rotor.

[0053] The tail fan assembly 1 includes a first drive unit 10, a tail fan rotor 11 and a tail fan stator 12. The first drive unit 10 is electrically connected to the energy storage unit 2, for example, by a cable. The tail fan rotor 11 is arranged on the periphery of the tail 103 of the aircraft, and is transmission-connected to the first drive unit 10. In a specific embodiment, the first drive unit 10 is a motor, which is supported on the inner side of the tail 103 of the aircraft by a motor support plate 112. The tail fan rotor 11 includes a fan disk 110 and rotor blades arranged on the fan disk 110. The fan disk 110 is transmission-connected to the drive shaft of the motor through a fan shaft 111. The motor extracts electricity through the energy storage unit 2, thereby driving the tail fan rotor 11 to rotate.

[0054] The tail fan stator 12 is arranged on the periphery of the aircraft tail 103 , and can be regarded as consisting of a plurality of stator blades arranged on the periphery of the aircraft tail 103 .

[0055] Among them, the tail fan stator 12 is closer to the rear end of the aircraft 100 than the tail fan rotor 11. It can be understood that the rear end of the aircraft 100 can be understood as the end of the airflow direction of the aircraft 100 during the flight.

[0056] By setting up the tail fan assembly 1, it has a boundary layer suction effect and can provide 20% to 30% thrust at the same time. Therefore, when the total thrust demand of the aircraft remains unchanged, the thrust demand of the conventional gas turbine engine is reduced, so its fan diameter can also be reduced, which makes it easier to meet the size constraint limit under the maximum diameter of the nacelle, and at the same time is equivalent to indirectly increasing the bypass ratio of the traditional gas turbine engine. On this basis, the open fan engine is an engine between a turboprop and a turbofan. Since it can be regarded as an ultra-high bypass ratio turbofan engine without the external bypass, it has the advantages of high propulsion efficiency and low fuel consumption of the turboprop engine and high flight speed of the turbofan engine. By applying the open fan configuration to the tail fan assembly 1, the aerodynamic efficiency of the tail fan assembly 1 can be further improved.

[0057] On this basis, a double-row fan structure is provided in the tail fan assembly 1 of this configuration, which combines the tail fan rotor 11 and the tail fan stator 12. On the basis of providing boundary layer suction and partial thrust through the tail fan rotor 11, the tail fan stator 12 is used for rectification and noise reduction, thereby meeting the noise requirements of the aircraft 100 during takeoff.

[0058] At the same time, during the landing process, the tail fan assembly 1 can be reversed to play a reverse thrust role, shorten the landing distance, and even replace the reverse thrust device in the previous engine, thereby simplifying the engine structure and reducing the engine weight.

[0059] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0060] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0061] Please continue to see Figure 1 In one embodiment of the propulsion system, a wing fan assembly 3 is provided on the wing 102 of the aircraft 100. Figure 5 The wing fan assembly according to some embodiments of the propulsion system is shown in a three-dimensional schematic diagram. The wing fan assembly 3 is arranged in pairs on a pair of wings 102, that is, the number of wing fan assemblies 3 arranged on the wings 102 is the same, and at least one wing fan assembly 3 is arranged on each wing 102. It can be understood that in the embodiment shown in the figure, each wing 102 is respectively provided with a wing fan assembly 3, and in some other embodiments different from those shown in the figure, each wing can be respectively provided with two or more wing fan assemblies 3. In the configuration provided by the propulsion system, the wing fan assembly is an open fan engine. Since the open rotor engine composed of the open fan has the advantages of high propulsion efficiency, low fuel consumption rate and high flight speed of the turboprop engine, by arranging the open fan engine on each wing, it can benefit from the high propulsion efficiency brought by the large bypass ratio of the open fan and the boundary layer suction effect of the tail open fan, and under the same thrust condition, the fuel consumption required by the entire propulsion system can be greatly reduced.

[0062] Furthermore, if Figure 5 As shown, the wing fan assembly 3 includes a wing fan rotor 31 and a wing fan stator 32. The wing fan stator 32 is closer to the rear end of the aircraft 100 than the wing fan rotor 31. By setting a double-row fan structure, the wing fan stator 32 can be used for rectification and noise reduction, thereby meeting the noise requirements of the aircraft 100 when taking off. In some other suitable embodiments, the double-row blades in the wing fan assembly 3 can also be counter-rotating blades.

[0063] Figure 6 A schematic diagram of a wing fan assembly according to a first embodiment of the present application is shown. Figure 7 A schematic diagram of a wing fan assembly according to a second embodiment of the present application is shown. The propulsion system provided by one or more embodiments of the present application includes at least one Figure 6 The wing fan assembly configuration disclosed in the first embodiment shown in, or comprising at least one Figure 7The wing fan assembly configuration disclosed in the second embodiment shown in FIG. The specific structure of the wing fan assembly is further described below through two specific embodiments.

[0064] Wing fan assembly first embodiment

[0065] See also Figure 6 The wing fan assembly 3 includes an outer casing 30 and a compressor 301, a combustion chamber 302, a high-pressure turbine 303, a power turbine 304 and a motor group 305 arranged in the outer casing 30. The combustion chamber 302 is arranged on the downstream side of the compressor 301 along the incoming flow direction a. The incoming flow direction a shows the flow direction of the airflow when the wing fan assembly 3 is in a working state. The high-pressure turbine 303 is arranged on the downstream side of the combustion chamber 302 along the incoming flow direction a, and is transmission-connected to the compressor 301 through a high-turbulence shaft 306. The power turbine 304 is arranged on the downstream side of the high-pressure turbine 303 along the incoming flow direction a. The motor group 305 includes a generator and a second drive unit. The generator is transmission-connected to the power turbine 304 through a low-turbulence shaft 307. The generator is electrically connected to the energy storage unit 2, and the energy storage unit 2 is electrically connected to the second drive unit, for example Figure 1 As shown, the electrical connection between the wing fan assembly 3 and the energy storage unit 2 is achieved through a wired electrical connection via a cable 4 .

[0066] The wing fan stator 32 is arranged on the outer periphery of the tail cone 13 of the outer casing 30, and the wing fan rotor 31 is connected to the low vortex shaft 307 and the second drive unit. In a specific embodiment, the fan disk assembly 310 of the wing fan rotor 31 is connected to the low vortex shaft 307 through a reducer 308, and the second drive unit is a motor, and the output shaft of the motor is connected to the fan disk assembly 310 of the wing fan rotor 31.

[0067] After the incoming air is compressed by the compressor 301, it enters the combustion chamber 302 and burns with the fuel. The gas enters and drives the high-pressure turbine 303 to rotate. The high-pressure turbine 303 is connected to the compressor 301 through the high-vortex shaft 306, driving the compressor to rotate and compress the air. After the gas flows through the high-pressure turbine 303, it enters the power turbine 304 to drive it to rotate. The power turbine 304 drives the low-vortex shaft 307. The reducer 308 is respectively connected to the left low-vortex shaft 307 and the right fan disk assembly 309, driving the open fan rotor 308 to rotate and provide thrust. The wing fan stator 32 is fixed to the outer casing 30 on the outer periphery of the tail cone 13 through the mounting assembly 311. The generator in the motor group 305 is connected to the reducer 308 through the shaft 314. The motor group 305 is fixed in the tail cone through the mounting support plate 312. The generator is driven to rotate by the shaft 314, and a part of the chemical energy of combustion is converted into electrical energy through mechanical energy, and is transmitted to the energy storage unit 2 for storage. In addition, in high-thrust conditions such as takeoff and climbing, the second drive unit in the motor group 305 can also use the electrical energy of the energy storage unit 2 to provide auxiliary energy to the wing fan rotor 31 to rotate and generate thrust.

[0068] Wing fan assembly second embodiment

[0069] See also Figure 7 The wing fan assembly 3' includes an outer casing 30' and a high-pressure compressor 301', a combustion chamber 302', a high-pressure turbine 303', a low-pressure turbine 304' and a motor group 305' arranged in the outer casing 30'. The combustion chamber 302' is arranged on the downstream side of the high-pressure compressor 301' along the incoming flow direction a, and the high-pressure turbine 303' is arranged on the downstream side of the combustion chamber 302' along the incoming flow direction a. It is transmission-connected to the high-pressure compressor 301' through a high-turbo shaft 306', and the low-pressure turbine 304' is arranged on the downstream side of the high-pressure turbine 303' along the incoming flow direction a. The motor group 305' includes a generator and a second drive unit. The generator is transmission-connected to the low-pressure turbine 304' through a low-turbo shaft 307', the generator is electrically connected to the energy storage unit 2, and the energy storage unit 2 is electrically connected to the second drive unit. For example Figure 1 As shown, the electrical connection between the wing fan assembly 3 ′ and the energy storage unit 2 in this embodiment can also be achieved through a wired electrical connection via a cable 4 as in the first embodiment.

[0070] Among them, the actuating unit 5 is arranged upstream of the outer casing 30' along the incoming flow direction a, and a flow channel in the outer casing 30' is defined between the actuating unit 5 and the inlet of the outer casing 30'. The wing fan rotor 31' is arranged on the outer periphery of the actuating unit 5 and is transmission-connected to the low-pressure turbine 304'. The wing fan stator 32' is arranged on the outer periphery of the outer casing 30' on the downstream side of the actuating unit 5 along the incoming flow direction a. In a specific embodiment, the fan shaft 309' in the wing fan rotor 31' is transmission-connected to the low-pressure turbine 304' through the gear box 308' and the low-turbine shaft 307'. In another specific embodiment, the wing fan stator 32' is installed on the outer periphery of the actuating unit 5 through the pitch adjustment unit.

[0071] After the incoming air is compressed by the high-pressure compressor 301', it enters the combustion chamber 302' and burns with the fuel. The combustion gas enters the high-pressure turbine 303' and drives it to rotate. The high-pressure turbine 303' is connected to the high-pressure compressor 301' through the high-vortex shaft 306', which can drive the high-pressure compressor 301' to rotate and compress the air. The combustion gas leaving the high-pressure turbine 303' enters the low-pressure turbine 304' and drives it to rotate. The low-pressure turbine 304' is connected to the low-pressure turbine disk 309' and the low-vortex shaft 307', which can drive the gear box 308' connected to the left side of the low-vortex shaft 307'. The left side of the gear box 308' is connected to the fan shaft 309', and the left side of the fan shaft 309' is connected to the actuator unit 5. The actuator unit 5 mainly plays the role of supporting and rotating the wing fan rotor 31'. The rotation of the wing fan rotor 31' generates thrust by compressing the incoming air. After the wing fan stator 32' is installed on the wing fan rotor 31', its root is connected and fixed to the outer casing 30', which can play a role in rectifying the air. In addition, a variable pitch adjustment structure can be installed in the outer casing 30' to change the pitch angle of the wing fan stator 32', thereby changing the thrust and aerodynamic efficiency of the wing fan assembly 3', or playing a reverse thrust role. The motor group 305' is installed inside the tail cone of the wing fan assembly 3', and it is connected to the low-pressure turbine 304' and the low-vortex shaft 307' at the same time. Through the power supply of the energy storage unit 2, the second drive unit in the motor group 305' can provide auxiliary energy to the wing fan rotor 31' in high-thrust flight conditions such as take-off and climbing, thereby reducing fuel consumption and carbon dioxide emissions. In low-thrust conditions such as cruising and descent, the low-pressure turbine 304' can drive the generator in the motor group 305' to rotate and generate electricity, and the generated electricity will be stored in the energy storage unit 2.

[0072] In the high-thrust operating conditions such as takeoff and climbing, the energy storage unit 2 of the propulsion system can supply power to the motor in the motor group 305 to provide auxiliary thrust power in addition to chemical energy. In addition to the wing fan assembly 3 providing power to the tail fan assembly 1, the energy storage unit 2 placed inside the aircraft can also provide auxiliary power supply; in low-thrust flight conditions such as cruising and descent, the electric energy generated by the wing fan assembly 3 is not only provided to the tail fan assembly 1, but the excess electric energy can be stored in the energy storage unit 2 inside the aircraft. In low-thrust operating conditions such as descent, landing, and taxiing, the wing fan assembly 3 can be turned off, and the energy storage unit 2 can supply power to the tail fan assembly 1 to provide all the power, so as to achieve the purpose of reducing combustion chamber pollutant emissions and noise.

[0073] The present application installs one or more open rotor engines under the wings of the aircraft, and the main thrust of the aircraft is provided by the engine; at the same time, a motor is installed in the tail cone of the open rotor engine to provide auxiliary energy to the open fan rotor, causing it to rotate and generate thrust; it can also generate electricity under low thrust conditions such as cruising and descent, and the electrical energy can be stored in a battery pack installed on the fuselage. The electric energy of the fuselage battery pack is transmitted by the fuselage cable to the electric-driven open fan installed at the tail of the aircraft. During the descent, landing and taxiing stages, the tail open fan can be driven only by electric energy for propulsion or reverse thrust. It also adopts a high-propulsion-efficiency open rotor engine and a tail open fan based on boundary layer suction technology. Benefiting from the high propulsion efficiency brought by the large bypass ratio of the open fan and the boundary layer suction effect of the tail open fan, under the condition of generating the same thrust, the fuel consumption required for the entire propulsion system can be greatly reduced. At the same time, during descent, landing and ground taxiing, only the battery-driven tail open fan can be used to provide power. The reverse thrust function can be achieved by reversing the tail open fan, reducing ground noise and combustion chamber pollutant emissions. Since there is no need to consider the variable pitch function, the structure of the open fan engine is also simpler, which is convenient for repair and maintenance, and the reliability of the overall structure is improved.

[0074] In a specific embodiment, the first driving unit and / or the second driving unit is a motor, and the energy storage unit 2 is a battery.

[0075] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0076] It should be understood that "along" a certain direction mentioned in the text means that there is at least a component in the direction, preferably, the angle with the direction is within 10°, and more preferably, the angle is within 5°.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. An aircraft propulsion system, characterized in that: include: An energy storage unit is disposed in the aircraft fuselage; The tail fan assembly is arranged at the tail of the aircraft. The tail fan assembly is an open fan engine, comprising: A first driving unit, electrically connected to the energy storage unit; a tail fan rotor, disposed on the outer periphery of the tail of the aircraft and drivingly connected to the first drive unit; and A tail fan stator is arranged on the outer periphery of the tail of the aircraft; Wherein, the tail fan stator is closer to the rear end of the aircraft than the tail fan rotor.

2. The aircraft propulsion system according to claim 1, characterized in that: The aircraft includes wings, and the aircraft propulsion system also includes wing fan assemblies, which are arranged in pairs on a pair of the wings, and at least one wing fan assembly is arranged on each wing; Wherein, the wing fan assembly is an open fan engine.

3. The aircraft propulsion system according to claim 2, characterized in that: The wing fan assembly includes a wing fan rotor and a wing fan stator, and the wing fan stator is closer to the rear end of the aircraft than the wing fan rotor.

4. The aircraft propulsion system according to claim 3, characterized in that: At least one of the wing fan assemblies comprises: An outer casing and disposed in the outer casing: Compressor; A combustion chamber, arranged on the downstream side of the compressor along the incoming flow direction; A high-pressure turbine is arranged at the downstream side of the combustion chamber along the incoming flow direction and is drivingly connected to the compressor via a high-pressure turbine shaft; A power turbine is arranged at the downstream side of the high-pressure turbine along the incoming flow direction; A motor group, comprising a generator and a second drive unit, wherein the generator is drivingly connected to the power turbine through a low-turbo shaft, the generator is electrically connected to the energy storage unit, and the energy storage unit is electrically connected to the second drive unit; Wherein, the wing fan stator is arranged on the outer periphery of the tail cone of the outer casing, and the wing fan rotor is transmission-connected to the low-turbo shaft and the second drive unit.

5. The aircraft propulsion system according to claim 4, characterized in that: The wing fan rotor is drivingly connected to the low-turbine shaft via a speed reducer.

6. The aircraft propulsion system according to claim 3, characterized in that: At least one of the wing fan assemblies comprises: An outer casing and disposed in the outer casing: High pressure compressor; A combustion chamber, arranged on the downstream side of the high-pressure compressor along the incoming air flow direction; A high-pressure turbine is arranged at the downstream side of the combustion chamber along the incoming flow direction and is drivingly connected to the high-pressure compressor via a high-turbulence shaft; A low-pressure turbine is arranged at a downstream side of the high-pressure turbine along the incoming flow direction; and A motor group, comprising a generator and a second drive unit, wherein the generator is drivingly connected to the low-pressure turbine via a low-turbo shaft, the generator is electrically connected to the energy storage unit, and the energy storage unit is electrically connected to the second drive unit; and An actuating unit is arranged upstream of the outer casing along the incoming flow direction, a flow channel in the outer casing is defined between the actuating unit and the inlet of the outer casing, the wing fan rotor is arranged at the outer periphery of the actuating unit and is transmission-connected to the low-pressure turbine, and the wing fan stator is arranged at the outer periphery of the outer casing on the downstream side of the actuating unit along the incoming flow direction.

7. The aircraft propulsion system according to claim 6, characterized in that: The wing fan stator is installed on the outer periphery of the actuating unit through a pitch adjustment unit.

8. The aircraft propulsion system according to claim 6, characterized in that: The wing fan rotor is drivingly connected to the low-pressure turbine through a gear box and the low-turbulence shaft.

9. The aircraft propulsion system according to claim 4 or 6, characterized in that: The first driving unit and / or the second driving unit is a motor.

10. The aircraft propulsion system according to claim 8, characterized in that: The motor is fixed in the aircraft via a motor support plate.

Images