Short-distance vertical take-off and landing aircraft power system and control method thereof

Abstract

The invention belongs to the technical field of short-distance vertical take-off and landing aircraft power system design, and particularly relates to a short-distance vertical take-off and landing aircraft power system and a control method thereof. The complexity, the weight and the design difficulty of a power system can be reduced, the length of a transmission shaft is shortened, liquid hydrogen is designed to be used for cooling a superconducting motor, lift force is generated through hydrogen combustion, the requirement for extracting power from an engine can be reduced, the influence on engine performance is reduced, the design difficulty of the engine is reduced, and the service life of the engine is prolonged. The power of the transmission shaft can be reduced, and the design difficulty and failure rate of the transmission shaft are reduced.

Description

Technical Field

[0001] This application belongs to the field of short takeoff and vertical landing (STOVL) aircraft power system design technology, specifically relating to a STOVL aircraft power system and its control method. Background Technology

[0002] Short takeoff and vertical landing (STOVL) aircraft combine the advantages of fixed-wing and rotary-wing aircraft, significantly reducing the requirements for takeoff and landing ground conditions while possessing high flight performance.

[0003] Currently, the power systems of short takeoff and vertical landing (STOVL) aircraft use mechanical shafts to drive fans to achieve a balance and control of lift and torque. This requires the design of couplings, clutches, and other devices, resulting in complex structures, heavy weight, and high design difficulty. Furthermore, a long drive shaft is needed to transfer engine power to the lift fan. The drive shaft has high power transmission and power density, making it extremely difficult to design and prone to failure. In addition, a large amount of power needs to be extracted from the engine, affecting engine performance and increasing the design difficulty of the engine.

[0004] This application is made in view of the aforementioned technical deficiencies. Summary of the Invention

[0005] The purpose of this application is to provide a short takeoff and vertical landing (STOVL) aircraft power system and its control method to overcome or mitigate at least one of the known technical defects.

[0006] The technical solution of this application is: On the one hand, it provides a short takeoff and vertical landing aircraft power system, including an engine, an outer bypass duct, a lift fan, a superconducting motor, a drive motor, and a liquid hydrogen storage tank; The engine nozzle uses a three-bearing rotating nozzle; There are two bypass duct bleed pipes. The inlet is connected to both sides of the engine and connects to the bypass duct of the engine. The outlet is connected in sequence to the bypass duct bleed combustion chamber and the roll nozzle. The nozzle of the roll nozzle is vertically downward. The lift fan is located in front of the engine, and its outlet is connected in sequence to the lift fan combustion chamber and the box nozzle, with the nozzle of the box nozzle pointing vertically downwards. The superconducting motor has an electric mode and a power generation mode. It is connected to the low-pressure shaft of the engine through the main engine drive shaft, located in front of the engine, and has cooling channels on it. The drive motor is connected to the superconducting motor via a cable, and to the lift fan via the lift fan drive shaft; The liquid hydrogen storage tank is connected to the inlet of the cooling channel via a pipeline, and the outlet of the cooling channel is connected to two external bypass bleed air combustion chambers and a lift fan combustion chamber via a pipeline.

[0007] Optionally, in the aforementioned short takeoff and vertical landing aircraft power system, the connection point of the two external bypass air intakes on the engine is located at the compressor section of the engine.

[0008] Optionally, in the aforementioned short takeoff and vertical landing aircraft power system, the lift fan is located on the engine axis; The superconducting motor is located on the engine's axis.

[0009] Optionally, in the aforementioned short takeoff and vertical landing (STOVL) aircraft power system, the superconducting motor is connected to the power supply system of the aircraft and the power system via a cable.

[0010] On the other hand, a method for controlling the power system of a short takeoff and vertical landing (STOVL) aircraft is provided, for controlling the aforementioned STOVL aircraft power system, including: When starting the engine, the superconducting motor is set to electric mode and power is supplied to the superconducting motor to drive the low-pressure shaft of the engine to rotate. After the speed of the low-pressure shaft reaches the speed required for engine starting, fuel is supplied to the engine and ignition is performed to start the engine. After the engine starts, the superconducting motor is set to power generation mode, so that the superconducting motor generates electricity under the drive of the engine's low-pressure shaft. The generated electricity can be used by the power supply system of the aircraft and the power system, as well as by the drive motor. During takeoff and landing, the nozzles of the three-bearing rotating nozzles of the engine are controlled to point vertically downwards, and the nozzle adjustment vanes of the two rolling nozzles and the box nozzle are opened to open the nozzles of the two rolling nozzles and the box nozzle. The superconducting motor is controlled to supply power to the drive motor, which drives the lift fan to work. At the same time, the liquid hydrogen storage tank is controlled to introduce liquid hydrogen into the cooling channel through the pipeline. The liquid hydrogen absorbs the heat generated by the operation of the superconducting motor along the way to cool the superconducting motor. The liquid hydrogen absorbs heat and vaporizes into gaseous hydrogen, which flows into the two outer bypass duct bleed air combustion chambers and the lift fan combustion chamber for ignition and combustion. During aircraft cruise, the nozzles of the three-bearing rotating nozzles of the engine are controlled to be horizontally rearward, the nozzle adjustment vanes of the two rolling nozzles and the box nozzle are closed, the nozzles of the two rolling nozzles and the box nozzle are closed, the superconducting motor is controlled to stop supplying power to the drive motor, the drive lift fan is shut down, the liquid hydrogen storage tank is controlled to stop supplying liquid hydrogen to the cooling channel through the pipeline, and the two outer bypass bleed air combustion chambers and the lift fan combustion chamber are shut down.

[0011] This application has at least the following beneficial technical effects: This invention provides a short takeoff and vertical landing (STOVL) aircraft power system and its control method. It replaces the purely mechanical drive form of mechanical shaft-driven lift fan with a combination of electric and mechanical drive, which can reduce the complexity, weight and design difficulty of the power system, as well as shorten the length of the drive shaft. The design utilizes liquid hydrogen to cool the superconducting motor and uses hydrogen combustion to generate lift, which can reduce the need to extract power from the engine, reduce the impact on engine performance, reduce the design difficulty of the engine, and reduce the power of the drive shaft, thereby reducing the design difficulty and failure rate of the drive shaft. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the power system of a short takeoff and vertical landing aircraft provided in the embodiments of this application; Figure 2 This is a schematic diagram of the installation of the short takeoff and vertical landing aircraft power system provided in the embodiments of this application on the aircraft; Figure 3 This is a schematic diagram of the control status of the short takeoff and vertical landing aircraft power system provided in the embodiments of this application during aircraft takeoff and landing; Figure 4 This is a schematic diagram of the control state of the short takeoff and vertical landing aircraft power system during aircraft cruise, provided in the embodiments of this application. in: 1-Engine; 2-Outer bypass duct; 3-Lift fan; 4-Superconducting motor; 5-Drive motor; 6-Liquid hydrogen storage tank; 21-Outer bypass duct bleed air combustion chamber; 22-Rolling nozzle; 31-Lift fan combustion chamber; 32-Box nozzle.

[0013] To better illustrate this embodiment, some content in the accompanying drawings may be omitted, enlarged, or reduced. They are for illustrative purposes only and should not be construed as limiting the scope of this application. Detailed Implementation

[0014] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, and other related parts can be referred to the general design.

[0015] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The word "comprising" as used in this application description indicates that the concept preceding the word encompasses the concepts listed following the word and their equivalents, without excluding other related concepts.

[0016] Furthermore, the terms indicating location used in the description of this application are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. It should also be noted that, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection or a detachable 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. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0017] A short takeoff and vertical landing (STOVL) aircraft power system, such as Figure 1 As shown, it includes an engine 1, an outer bypass duct 2, a lift fan 3, a superconducting motor 4, a drive motor 5, and a liquid hydrogen storage tank 6.

[0018] Engine 1 uses a three-bearing rotating nozzle.

[0019] There are two outer bypass duct 2. The inlet is connected to both sides of the engine 1 and connects to the outer bypass duct of the engine 1. The outlet is connected in sequence to the outer bypass duct duct combustion chamber 21 and the rolling nozzle 22. The nozzle of the rolling nozzle 22 is vertically downward.

[0020] Two external bypass air intake pipes 2 are symmetrically arranged on both sides of the engine 1, and the connection position of the inlet on the engine 1 is located at the compressor part of the engine 1.

[0021] The outlet of the lift fan 3 is connected in sequence to the lift fan combustion chamber 31 and the box nozzle 32, with the nozzle of the box nozzle 32 pointing vertically downward.

[0022] The lift fan 3 is located in front of the engine 1 and on the axis of the engine 1.

[0023] The superconducting motor 4 has both electric and power generation modes. It is connected to the low-pressure shaft of engine 1 via the main engine drive shaft, located in front of engine 1 on its axis, and has cooling channels. The superconducting motor 4 is connected to the aircraft's power supply system via cables.

[0024] The drive motor 5 is connected to the superconducting motor 4 via a cable, and to the lift fan 3 via the lift fan drive shaft.

[0025] The liquid hydrogen storage tank 6 is installed outside the engine 1 and can be fixed to the aircraft structure. It is connected to the inlet of the cooling channel through a pipeline, and the outlet of the cooling channel is connected to the two external bypass bleed air combustion chambers 21 and the lift fan combustion chamber 31 through a pipeline.

[0026] The short takeoff and vertical landing (STOVL) aircraft power system disclosed in the above embodiments is installed on the aircraft as follows: Figure 2 As shown, the entire structure is located below the fuselage. The engine 1 is located at the tail of the fuselage. The two external bypass air intake pipes 2, their external bypass air intake combustion chambers 21, and the roll nozzles 22 are located below the wings. The lift fan 3, its lift fan combustion chamber 31, and the box nozzles 32 are located at the front of the fuselage.

[0027] The short takeoff and vertical landing aircraft power system disclosed in the above embodiments can be operated by referring to the following method.

[0028] When starting engine 1, the superconducting motor 4 is set to electric mode and power is supplied to the superconducting motor 4 so that the superconducting motor drives the low-pressure shaft of engine 1 to rotate. After the speed of the low-pressure shaft reaches the speed required for engine starting, fuel is supplied to engine 1 and ignition is performed to realize the starting of engine 1.

[0029] After the engine starts, the superconducting motor 4 is set to power generation mode, so that the superconducting motor 4 generates electricity under the drive of the low-pressure shaft of the engine 1, extracting power from the engine 1 to generate electricity, and the generated electrical energy can be used by the power supply system of the aircraft and the power system, as well as by the drive motor 5.

[0030] During takeoff and landing, the nozzle of the three-bearing rotating nozzle of engine 1 is controlled to point vertically downwards, and the nozzle adjusting vanes of the two rolling nozzles 22 and the box nozzle 32 are opened to open the nozzles of the two rolling nozzles 22 and the box nozzle 32. Simultaneously, the superconducting motor 4 is controlled to supply power to the drive motor 5, which in turn drives the lift fan 3. Figure 3 As shown, at this time, the exhaust gas of engine 1 is ejected downward through the three-bearing rotating nozzle, and the exhaust gas from the outer bypass duct of engine 1 is ejected downward through the outer bypass duct combustion chamber 21 and the rolling nozzle 22. The exhaust gas of lift fan 3 is ejected downward through lift fan combustion chamber 31 and box nozzle 32. The three together generate lift, balance and control the lift and torque of the aircraft, and enable the aircraft to perform short vertical take-off and landing.

[0031] During takeoff and landing, the superconducting motor 4 extracts power from the engine 1 to generate electricity, which is then supplied to the drive motor 5 to drive the lift fan 3. Since the superconducting motor 4 needs to generate electricity at a relatively high power, liquid hydrogen can be introduced into the cooling channel through a pipeline from the liquid hydrogen storage tank 6. The liquid hydrogen absorbs the heat generated by the superconducting motor 4 along the pipeline, cooling the motor 4 and maintaining the low-temperature environment required for superconductivity. This allows the superconducting motor 4 to maintain a relatively high power output. Simultaneously, the liquid hydrogen absorbs heat and vaporizes into gaseous hydrogen, which flows through pipelines into the two outer bypass duct bleed air combustion chambers 21 and the lift fan combustion chamber 31 for ignition and combustion. The gaseous hydrogen is then ejected downwards through two rolling nozzles 22 and a box-type nozzle 32. This allows the bleed air from the two outer bypass ducts 2 and the exhaust from the lift fan 3 to generate greater lift, facilitating the balance and control of aircraft lift and torque, and enabling full utilization of hydrogen.

[0032] During aircraft cruise, the nozzles of the three-bearing rotating nozzle of engine 1 are controlled to point horizontally backward, the nozzle adjusting vanes of the two rolling nozzles 22 and the box nozzle 32 are closed, thus closing the nozzles of the two rolling nozzles 22 and the box nozzle 32. Simultaneously, the superconducting motor 4 is controlled to stop supplying power to the drive motor 5, the drive lift fan 3 is shut down, and the liquid hydrogen storage tank 6 is controlled to stop supplying liquid hydrogen to the cooling channel through the pipeline. The two outer bypass bleed air combustion chambers 21 and the lift fan combustion chamber 31 are also shut down. Figure 4 As shown, at this time, the two outer bypass ducts 2 no longer draw air from the outer bypass duct of engine 1, the lift fan 3 stops exhausting, and only the exhaust gas of engine 1 is ejected backward through the three-bearing rotating nozzle to generate the thrust required for aircraft cruise. The superconducting motor 4 extracts power from engine 1 to generate electricity, which only needs to be supplied to the power supply system of the aircraft and the power system. It can meet the needs of generating electricity with a small power and does not need to be cooled by liquid hydrogen.

[0033] The short takeoff and vertical landing (STOVL) aircraft power system and its control method disclosed in the above embodiments replace the purely mechanical drive form of mechanical shaft-driven lift fan 3 with a combination of electric and mechanical drive. This reduces the complexity, weight, and design difficulty of the power system, as well as shortens the length of the drive shaft. Furthermore, the design utilizes liquid hydrogen to cool the superconducting motor 4 and uses hydrogen combustion to generate lift, which reduces the need to extract power from the engine 1, reduces the impact on the performance of the engine 1, reduces the design difficulty of the engine 1, and also reduces the power of the drive shaft, thus reducing the design difficulty and failure rate of the drive shaft.

[0034] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A short take-off and vertical landing aircraft power system, characterized in that: It comprises an engine (1), an external duct air duct (2), a lift fan (3), a superconducting motor (4), a drive motor (5), and a liquid hydrogen storage tank (6); The nozzle of the engine (1) adopts a three-bearing rotating nozzle; There are two duct bleed air pipes (2), the inlets of which are connected to both sides of the engine (1) and communicate with the duct of the engine (1), and the outlets of which are connected to the duct bleed air combustion chamber (21) and the tumble nozzle (22) in sequence, and the nozzle of the tumble nozzle (22) is vertically downward; The lift fan (3) is located in front of the engine (1), and its outlet is connected to the lift fan combustion chamber (31) and the box nozzle (32) in sequence, and the nozzle of the box nozzle (32) is vertically downward; The superconducting motor (4) has an electric mode and a power generation mode, is connected to the low-pressure shaft of the engine (1) through the main engine transmission shaft, is located in front of the engine (1), and has a cooling flow channel thereon; The drive motor (5) is connected to the superconducting motor (4) via a cable, and is connected to the lift fan (3) via a lift fan drive shaft; The liquid hydrogen storage tank (6) is connected to the inlet of the cooling flow channel through a pipeline, and the outlet of the cooling flow channel is connected to the two outer duct bleed air combustion chambers (21) and the lift fan combustion chamber (31) through a pipeline.

2. The short take-off and vertical landing aircraft power system according to claim 1, characterized in that: The connection position of the inlet of the two external duct air ducts (2) on the engine (1) is located at the compressor part of the engine (1).

3. The short take-off and vertical landing aircraft power system according to claim 2, characterized in that: The lift fan (3) is located on the axis of the engine (1); The superconducting motor (4) is located on the axis of the engine (1).

4. The short take-off and vertical landing aircraft power system according to claim 3, characterized in that: The superconducting motor (4) is connected to the power supply system of the aircraft and the power system through cables.

5. A method for controlling a short take-off and vertical landing aircraft power system, for controlling the short take-off and vertical landing aircraft power system according to claim 4, characterized in that: include: When starting the engine (1), the superconducting motor (4) is set in an electric mode and power is supplied to the superconducting motor (4), so that the superconducting motor drives the low-pressure shaft of the engine (1) to rotate. After the rotation speed of the low-pressure shaft reaches the rotation speed required for starting the engine, the engine (1) is fueled and ignited to start the engine (1); After the engine is started, the superconducting motor (4) is set in a power generation mode, so that the superconducting motor (4) generates electricity under the drive of the low-pressure shaft of the engine (1), and the generated electric energy can be supplied to the power supply system of the aircraft and the power system for use, and to the drive motor (5) for use; When the aircraft takes off or lands, the nozzle of the three-bearing rotating nozzle of the engine (1) is controlled to be vertically downward, and the nozzle adjustment plates of the two tumbling nozzles (22) and the box nozzle (32) are opened so that the nozzles of the two tumbling nozzles (22) and the box nozzle (32) are open, and the superconducting motor (4) is controlled to supply power to the driving motor (5) so that the driving motor (5) drives the lift fan (3) to work. At the same time, the liquid hydrogen storage tank (6) is controlled to pass liquid hydrogen into the cooling flow channel through the pipeline. The liquid hydrogen absorbs heat generated by the operation of the superconducting motor (4) along the way to cool the superconducting motor (4). The liquid hydrogen absorbs heat and is gasified into gaseous hydrogen, which flows into the two outer duct bleed air combustion chambers (21) and the lift fan combustion chamber (31) through the pipeline for ignition and combustion; When the aircraft is cruising, the nozzle of the three-bearing rotating nozzle of the engine (1) is controlled to be horizontally backward, the nozzle adjustment plates of the two tumble nozzles (22) and the box nozzle (32) are closed, so that the nozzles of the two tumble nozzles (22) and the box nozzle (32) are closed, and the superconducting motor (4) is controlled to stop supplying power to the drive motor (5), the driving lift fan (3) is shut down, and the liquid hydrogen storage tank (6) is controlled to stop supplying liquid hydrogen to the cooling flow channel through the pipeline, and the two outer duct bleed air combustion chambers (21) and the lift fan combustion chamber (31) are shut down.

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