Built-in double-starting generator of aero-engine and control method thereof

Abstract

The invention belongs to the technical field of aero-engine generator design, and particularly relates to an aero-engine built-in double-starting generator and a control method thereof.According to the aero-engine built-in double-starting generator, the structure of a built-in double-starting generator is adopted, the size of a single generator is reduced, the intensive design is simplified, and the cost is reduced. The double-generator structure is shared with a high-pressure bearing force structure, the design and arrangement complexity of the double generators is reduced, in addition, when the design is controlled, the double generators serve as backups for each other, the starting reliability of the aero-engine can be effectively guaranteed, and the power utilization requirements of the aero-engine and an aircraft power supply system of the aero-engine can be met.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft engine generator design, and specifically relates to an aircraft engine built-in dual-start generator and a control method thereof. Background Art

[0002] With the continuous increase of electrical equipment used in aircraft, aircraft engines are required to provide more electrical energy to meet the aircraft's power needs.

[0003] Currently, power is mostly extracted from aircraft engines through gear transmission systems and mechanical hydraulic systems to supply electricity to aircraft, which has a high failure rate.

[0004] By using a built-in starter and integrating the generator and starter into an aircraft engine, the gear transmission system and mechanical hydraulic system that are prone to failure can be eliminated, and the cross-sectional area of ​​the aircraft engine can be reduced, thereby reducing the resistance of the aircraft engine.

[0005] There are many types of built-in starters in existing aircraft engines. Among them, rare earth permanent magnet motors have high power density and strong temperature resistance, and are an important choice for aircraft engine starters. However, currently, rare earth permanent magnet motors are large in size and difficult to arrange in aircraft engines.

[0006] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0007] The purpose of the present application is to provide an aircraft engine built-in dual-start generator and a control method thereof to overcome or alleviate at least one of the known technical defects.

[0008] The technical solution of this application is: An aircraft engine built-in double-starting generator, which is arranged in the front cavity of the aircraft engine, and includes a front-starting generator and a rear-starting generator; The front generator includes a front rotor, a front stator, a front casing, and a front cooling fan; The rear generator includes a rear rotor, a rear stator, a rear casing and a rear cooling fan; The front rotor and the rear rotor are sleeved on the high-pressure shaft of the aircraft engine, and an intermediate common bearing is arranged between the front rotor and the rear rotor; The front stator and the rear stator are respectively sleeved on the outer circumference of the front rotor and the rear rotor; The front housing and the rear housing are respectively sleeved on the outer periphery of the front stator and the rear stator; The rear end of the front casing is connected to the front end of the rear casing and sleeved on the middle common bearing; The front end of the front casing is sleeved on the front support bearing of the front cavity front bracket of the aircraft engine, and is connected to the front cavity front bracket, and the front support bearing is sleeved on the high-pressure shaft; The rear end of the rear casing is connected to the front cavity rear bracket of the aircraft engine, and the rear support bearing of the front cavity rear bracket is sleeved on the high-pressure shaft; The front cooling fan and the rear cooling fan are respectively arranged in the front casing and the rear casing and sleeved on the high-pressure shaft, wherein the front cooling fan is located in front of the front rotor and the front stator; the rear cooling fan is located behind the rear rotor and the rear stator.

[0009] Optionally, in the above-mentioned aircraft engine built-in dual-start generator, the rear end of the front casing and the front end of the rear casing are connected by bolts through an outward fold.

[0010] Optionally, in the above-mentioned aircraft engine built-in dual-start generator, the front end of the front casing is bolted to the front bracket of the front cavity through an outward fold.

[0011] Optionally, in the above-mentioned aircraft engine built-in dual-start generator, the rear end of the rear casing is connected to the rear bracket of the front cavity by bolts through an outward fold.

[0012] Optionally, in the above-mentioned dual-starting generators built into the aircraft engine, the front-starting generator and the rear-starting generator are connected to the energy management system and connected to the power supply system of the aircraft engine and its aircraft; The energy management system is located outside the aircraft engine, can store electrical energy, and is connected to the aircraft engine's fuel supply pump and ignition system.

[0013] Another aspect provides a method for controlling an aircraft engine built-in dual-starter generator, which is used to control the aircraft engine built-in dual-starter generator, comprising: When the aircraft engine is started, the energy management system controls the front-starting generator or the rear-starting generator to be in the electric mode and supplies power to make the front-starting generator or the rear-starting generator operate in the electric mode to drive the high-voltage shaft to rotate, and the energy management system supplies power to the fuel supply pump to start the fuel supply pump and deliver fuel to the combustion chamber, and supplies power to the ignition system to start the ignition system and ignite the fuel to start the aircraft engine; After the aircraft engine starts and works normally, the energy management system controls the front-starting generator and the rear-starting generator to be in power generation mode to supply power to the aircraft engine and its aircraft power supply system.

[0014] This application has at least the following beneficial technical effects: Provided is an aircraft engine built-in dual starter-generator, which adopts a built-in dual starter-generator structure, reduces the volume of a single starter-generator, and performs a simplified and intensive design, shares a high-pressure bearing force structure, reduces the design and layout complexity of the dual generators, and in addition, during operation, the design uses the dual starter-generators as backup for each other, which can effectively ensure the reliability of aircraft engine starting and meet the power demand for the aircraft engine and its aircraft power supply system. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of an aircraft engine built-in dual-start generator provided in an embodiment of the present application, which is arranged in a front cavity of the aircraft engine; Figure 2 It is a schematic diagram of the structure of a dual-starter generator built into an aircraft engine provided in an embodiment of the present application; in: 1-fan; 2-compressor; 3-combustion chamber; 4-high-pressure turbine; 5-low-pressure turbine; 6-nozzle; 7-front generator; 8-rear generator; 9-high-pressure shaft; 10-intermediate common bearing; 11-front bracket of front cavity; 12-front support bearing; 13-rear bracket of front cavity; 14-energy management system; 15-fuel supply pump; 16-ignition system; 17-rear support bearing; 71-front rotor; 72-front stator; 73-front housing; 74-front cooling fan; 81 - rear rotor; 82 - rear stator; 83 - rear housing; 84 - rear cooling fan.

[0016] In order to better illustrate the present embodiment, some contents of the drawings may be omitted, enlarged or reduced, which is only used for illustrative purposes and should not be construed as limiting the present application. DETAILED DESCRIPTION

[0017] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0018] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application should be the common meanings understood by those skilled in the art in the field to which this application belongs. The term "include" used in the description of this application means that the concepts appearing before the term include the concepts listed after the term and their equivalents, without excluding other related concepts.

[0019] In addition, the words indicating orientation used in the description of this application are only used to indicate relative directions or positional relationships. When the absolute position of the object being described changes, its relative positional relationship may also change accordingly. It should also be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and other similar words used in the description of this application should be understood in a broad sense. For example, the 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. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0020] The aircraft engine comprises a fan 1, a compressor 2, a combustion chamber 3, a high-pressure turbine 4, a low-pressure turbine 5, and a nozzle 6 which are arranged in sequence.

[0021] The aircraft engine built-in double generator is set in the front cavity of the aircraft engine, such as Figure 1 As shown, it includes a front-starting generator 7 and a rear-starting generator 8, which are connected to an energy management system 14 and connected to the power supply system of the aircraft engine and the aircraft.

[0022] The energy management system 14 is located outside the aircraft engine, can store electrical energy, and is connected to the fuel supply pump 15 and the ignition system 16 of the aircraft engine.

[0023] Aircraft engine built-in dual generators such as Figure 2 As shown, the front-starting generator 7 includes a front rotor 71, a front stator 72, a front casing 73, and a front cooling fan 74; the rear-starting generator 8 includes a rear rotor 81, a rear stator 82, a rear casing 83, and a rear cooling fan 84.

[0024] The front rotor 71 and the rear rotor 81 are sleeved on the high-pressure shaft 9 of the aircraft engine, and an intermediate common bearing 10 is arranged between the front rotor 71 and the rear rotor 81 .

[0025] The front stator 72 and the rear stator 82 are respectively sleeved on the outer circumference of the front rotor 71 and the rear rotor 81 .

[0026] The front housing 73 and the rear housing 83 are respectively sleeved on the outer circumferences of the front stator 72 and the rear stator 82 .

[0027] The rear end of the front housing 73 is connected to the front end of the rear housing 83, and is sleeved on the middle common bearing 10, and is positioned and transmitted by the middle common bearing 10. The rear end of the front housing 73 and the front end of the rear housing 83 can be connected by bolts through outward folding.

[0028] The front end of the front housing 73 is sleeved on the front support bearing 12 of the front bracket 11 of the front cavity of the aircraft engine, and is connected to the front bracket 11 of the front cavity. The front support bearing 12 is sleeved on the high-pressure shaft 9 for positioning and force transmission. The front end of the front housing 73 can be specifically connected to the front bracket 11 of the front cavity by bolts through an outward fold.

[0029] The rear end of the rear casing 83 is connected to the front cavity rear bracket 13 of the aircraft engine, and the rear support bearing 17 of the front cavity rear bracket 13 is sleeved on the high-pressure shaft 9 for positioning and force transmission. The rear end of the rear casing 83 can be specifically connected to the front cavity rear bracket 13 by bolts through an outward folding edge.

[0030] The front cooling fan 74 and the rear cooling fan 84 are respectively arranged in the front casing 73 and the rear casing 83, and are sleeved on the high-pressure shaft 9. The front cooling fan 74 is located in front of the front rotor 71 and the front stator 72; the rear cooling fan 84 is located behind the rear rotor 81 and the rear stator 82.

[0031] Converters are provided on the front housing 73 and the rear housing 83 , and the converters are connected to the energy management system 14 .

[0032] In existing aircraft engines, the starting power of aircraft engines is mostly smaller than the power generation power. Therefore, the aircraft engine built-in dual starting generators disclosed in the above embodiment can be controlled in a single-engine starting and dual-engine power generation mode, as shown in the following: When the aircraft engine is started, the energy management system 14 controls the front-starting generator 7 or the rear-starting generator 8 to be in the electric mode, and supplies power to make the front-starting generator 7 or the rear-starting generator 8 operate in the electric mode, driving the high-voltage shaft 9 to rotate. After the speed of the high-voltage shaft 9 reaches the speed required for the ignition of the aircraft engine, the energy management system 14 supplies power to the fuel supply pump 15 to start the fuel supply pump 15 and transport the fuel to the combustion chamber 3, and supplies power to the ignition system 16 to start the ignition system 16, ignite the fuel, and start the aircraft engine.

[0033] After the aircraft engine starts and operates normally, it can be judged that the speed of the high-voltage shaft 9 reaches a certain speed value, and the energy management system 14 controls the front generator 7 and the rear generator 8 to be in the power generation mode to supply power to the aircraft engine and its aircraft power supply system.

[0034] The energy management system 14 constantly monitors the operating mode of the front-starting generator 7 or the rear-starting generator 8 during the start-up and normal operation of the aircraft engine, and achieves reliable start-up of the aircraft engine and efficient power supply of the aircraft engine and its aircraft power supply system through the management of the motor and electrical energy.

[0035] During the start-up process of the aircraft engine, whether on the ground or in the air, if the starter generator used fails, another starter generator can be immediately activated to drive the high-voltage shaft 9 to rotate, thereby greatly increasing the reliability of the start-up of the aircraft engine; when the aircraft engine needs to be started more quickly, such as in an emergency, two starters can be used to drive the high-voltage shaft 9 to rotate at the same time, thereby shortening the start-up time of the aircraft engine. In addition, by storing electricity through the energy management system, the starter generator can be used to drive the aircraft engine during the inertial start-up process, thereby improving the reliability of the inertial start-up of the aircraft engine.

[0036] During the normal operation of an aircraft engine, if a single starter generator failure is detected, the operating mode of the starter generator is converted to electric mode, but no power is supplied to it, so that the starter generator idles and does not generate electrical energy. The operating mode of the other starter generator remains in power generation mode to maintain the basic electrical energy requirements of the aircraft engine and its aircraft. In this case, the aircraft can return quickly to avoid danger.

[0037] When the aircraft engine with built-in dual generators disclosed in the above embodiment is working, the front cooling fan 74 and the rear cooling fan 84 can rotate under the drive of the high-pressure shaft 9 to actively dissipate heat for the front generator 7 and the rear generator 8, so as to protect the front generator 7 and the rear generator 8 from high-temperature damage. The front cooling fan 74 and the rear cooling fan 84 are built in the front casing 73 and the rear casing 83 of the front generator 7 and the rear generator 8, which can reduce the impact of the vibration environment.

[0038] The connection lines of the front generator 7 and the rear generator 8 can be led out through the interior of the aircraft engine support plate structure to avoid being damaged by airflow scouring.

[0039] The aircraft engine disclosed in the above-mentioned embodiment has a built-in dual starting-generator structure, which can effectively reduce the volume of a single starting-generator and facilitate its arrangement in the aircraft engine. The dual starting-generators are designed to share bearings and load-bearing structures in the aircraft engine, which greatly simplifies the force transmission and positioning structures of the starting-generators in the aircraft engine, greatly reduces the design difficulty, and can back up each other with the dual starting-generators during operation, which can effectively ensure the reliability of starting the aircraft engine and effectively supply power to the aircraft engine and its aircraft power supply system.

[0040] So far, the technical solution of the present 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 the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present 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 fall within the scope of protection of the present application.

Claims

1. An aircraft engine built-in double generator, characterized in that: The device is arranged in the front cavity of the aircraft engine and comprises a front-starting generator (7) and a rear-starting generator (8); The front generator (7) comprises a front rotor (71), a front stator (72), a front casing (73), and a front cooling fan (74); The rear generator (8) comprises a rear rotor (81), a rear stator (82), a rear casing (83) and a rear cooling fan (84); The front rotor (71) and the rear rotor (81) are sleeved on the high-pressure shaft (9) of the aircraft engine, and an intermediate common bearing (10) is arranged between the front rotor (71) and the rear rotor (81); The front stator (72) and the rear stator (82) are respectively sleeved on the outer circumference of the front rotor (71) and the rear rotor (81); The front housing (73) and the rear housing (83) are respectively sleeved on the outer circumferences of the front stator (72) and the rear stator (82); The rear end of the front housing (73) is connected to the front end of the rear housing (83) and is sleeved on the middle common bearing (10); The front end of the front casing (73) is sleeved on a front support bearing (12) of a front cavity front bracket (11) of the aircraft engine, and is connected to the front cavity front bracket (11), and the front support bearing (12) is sleeved on the high-pressure shaft (9); The rear end of the rear casing (83) is connected to the front cavity rear bracket (13) of the aircraft engine, and the rear support bearing (17) of the front cavity rear bracket (13) is sleeved on the high-pressure shaft (9); The front cooling fan (74) and the rear cooling fan (84) are respectively arranged in the front casing (73) and the rear casing (83), and are sleeved on the high-pressure shaft (9), wherein the front cooling fan (74) is located in front of the front rotor (71) and the front stator (72); and the rear cooling fan (84) is located behind the rear rotor (81) and the rear stator (82).

2. The aircraft engine built-in double generator according to claim 1, characterized in that: The rear end of the front housing (73) and the front end of the rear housing (83) are connected by bolts via an outward fold.

3. The aircraft engine built-in double generator according to claim 2, characterized in that: The front end of the front housing (73) is connected to the front bracket (11) of the front cavity by bolts through an outward folded edge.

4. The aircraft engine built-in double generator according to claim 3, characterized in that: The rear end of the rear housing (83) is connected to the front cavity rear bracket (13) by bolts through an outward folded edge.

5. The aircraft engine built-in double generator according to claim 4, characterized in that: The front-starting generator (7) and the rear-starting generator (8) are connected to an energy management system (14) and connected to a power supply system of an aircraft engine and an aircraft thereof; The energy management system (14) is located outside the aircraft engine, is capable of storing electrical energy, and is connected to the fuel supply pump (15) and ignition system (16) of the aircraft engine.

6. A method for controlling an aircraft engine's built-in dual-starter generator, for controlling the aircraft engine's built-in dual-starter generator according to claim 6, comprising: When the aircraft engine is started, the energy management system (14) controls the front-starting generator (7) or the rear-starting generator (8) to be in an electric mode and supplies power so that the front-starting generator (7) or the rear-starting generator (8) operates in the electric mode, driving the high-voltage shaft (9) to rotate, and the energy management system (14) supplies power to the fuel supply pump (15) to start the fuel supply pump (15) and deliver fuel to the combustion chamber (3), and supplies power to the ignition system (16) to start the ignition system (16) and ignite the fuel, so that the aircraft engine is started; After the aircraft engine starts and operates normally, the energy management system (14) controls the front-starting generator (7) and the rear-starting generator (8) to be in a power generation mode to supply power to the aircraft engine and the power supply system of the aircraft.

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