Aero-engine built-in double starting generator and control method thereof

Abstract

The application belongs to the technical field of aero-engine generator design, and particularly relates to an aero-engine built-in double-start generator and a control method thereof, wherein the aero-engine built-in double-start generator adopts a built-in double-start generator structure, reduces the volume of a single start generator, and is designed in a simplified and intensive manner, is shared with a high-pressure bearing force structure, and reduces the design and arrangement complexity of the double generator, in addition, the design is backed up by the double-start generator when being controlled, so that the reliability of starting the aero-engine can be effectively ensured, and the power demand of the aero-engine and the power supply system of the airplane can be met.

Description

TECHNICAL FIELD

[0001] The application 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. BACKGROUND

[0002] With the continuous increase of electrical equipment of an airplane, more electric energy is required to be provided by an aero-engine to meet the electrical demand of the airplane.

[0003] At present, power is extracted from the aero-engine through a gear transmission system and a mechanical hydraulic system to supply the airplane with electricity, and the failure rate is high.

[0004] The built-in starting generator is used to design the generator and the starter integrally in the aero-engine, the gear transmission system and the mechanical hydraulic system which are prone to failure can be cancelled, the cross-sectional area of the aero-engine can be reduced, and the resistance of the aero-engine is reduced.

[0005] There are various forms of the existing built-in starting generator of the aero-engine, the rare earth permanent magnet motor has a large power density and high temperature resistance, and is an important selection scheme of the starting generator of the aero-engine, however, the rare earth permanent magnet motor has a large volume and is difficult to arrange in the aero-engine.

[0006] The present application is proposed in view of the existence of the above technical defects. SUMMARY

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

[0008] The technical scheme of the present application is:

[0009] An aero-engine built-in double starting generator is arranged in the front cavity of the aero-engine, and includes a front starting generator and a rear starting generator.

[0010] The front starting generator includes a front rotor, a front stator, a front machine shell and a front cooling fan.

[0011] The rear starting generator includes a rear rotor, a rear stator, a rear machine shell and a rear cooling fan.

[0012] The front rotor and the rear rotor are sleeved on the high-pressure shaft of the aero-engine, and an intermediate shared bearing is arranged between the front rotor and the rear rotor.

[0013] The front stator and the rear stator are respectively sleeved on the outer periphery of the front rotor and the rear rotor.

[0014] The front machine shell and the rear machine shell are respectively sleeved on the outer periphery of the front stator and the rear stator.

[0015] The front end of the front casing is sleeved on the front support bearing of the front cavity front support of the aero-engine, and is connected with the front cavity front support, and the front support bearing is sleeved on the high-pressure shaft;

[0016] The front end of the front casing is sleeved on the front support bearing of the front cavity front support of the aero-engine, and is connected with the front cavity front support, and the front support bearing is sleeved on the high-pressure shaft;

[0017] The rear end of the rear casing is connected with the front cavity rear support of the aero-engine, and the rear support bearing of the front cavity rear support is sleeved on the high-pressure shaft;

[0018] The front and rear heat dissipation fans are arranged in the front and rear casings respectively and are sleeved on the high-pressure shaft, wherein the front heat dissipation fan is arranged in front of the front rotor and the front stator, and the rear heat dissipation fan is arranged behind the rear rotor and the rear stator.

[0019] Optionally, in the aero-engine built-in double starting generator, the rear end of the front casing and the front end of the rear casing are connected by outward folding edges and are connected by bolts.

[0020] Optionally, in the aero-engine built-in double starting generator, the front end of the front casing is connected to the front cavity front support by outward folding edges and bolts.

[0021] Optionally, in the aero-engine built-in double starting generator, the rear end of the rear casing is connected to the front cavity rear support by outward folding edges and bolts.

[0022] Optionally, in the aero-engine built-in double starting generator, the front starting generator and the rear starting generator are connected with the energy management system and are connected to the power supply system of the aero-engine and the aircraft.

[0023] The energy management system is arranged outside the aero-engine, can store electric energy, and is connected with the fuel oil supply pump and the ignition system of the aero-engine.

[0024] Another aero-engine built-in double starting generator control method is provided to control the aero-engine built-in double starting generator, comprising:

[0025] When the aero-engine starts, the energy management system controls the front starting generator or the rear starting generator to be in the electric mode and to supply power, so that the front starting generator or the rear starting generator operates in the electric mode, drives the high-pressure shaft to rotate, the energy management system supplies power to the fuel oil supply pump, the fuel oil supply pump starts to deliver fuel to the combustion chamber, and the energy management system supplies power to the ignition system, the ignition system starts to ignite the fuel, and the aero-engine starts;

[0026] After the aero-engine starts to work normally, the energy management system controls the front starting generator and the rear starting generator to be in the power generation mode to supply power to the power supply system of the aero-engine and the aircraft.

[0027] The present application has at least the following beneficial technical effects:

[0028] The present application provides an aero-engine built-in double starting generator, which adopts the structure of the built-in double starting generator, reduces the size of a single starting generator, and is simplified and intensive designed, shares the high-pressure bearing force structure, reduces the design and arrangement complexity of the double generator, in addition, the double starting generators are used as backup for each other during operation, which can effectively ensure the reliability of starting the aero-engine and meet the power demand of the aero-engine and the airplane power supply system. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is a schematic view of the aero-engine built-in double starting generator provided by the present application arranged in the front cavity of the aero-engine;

[0030] Figure 2 is a structural schematic view of the aero-engine built-in double starting generator provided by the present application;

[0031] Among them:

[0032] 1-fan; 2-compressor; 3-combustion chamber; 4-high-pressure turbine; 5-low-pressure turbine; 6-nozzle; 7-front starting generator; 8-rear starting generator; 9-high-pressure shaft; 10-intermediate shared bearing; 11-front cavity front support; 12-front support bearing; 13-front cavity rear support; 14-energy management system; 15-fuel oil supply pump; 16-ignition system; 17-rear support bearing;

[0033] 71-front rotor; 72-front stator; 73-front casing; 74-front cooling fan;

[0034] 81-rear rotor; 82-rear stator; 83-rear casing; 84-rear cooling fan.

[0035] In order to better illustrate the present embodiment, some contents in the drawings may be omitted, enlarged or reduced, which are only used for exemplary illustration and cannot be understood as a limitation to the present application. DETAILED DESCRIPTION

[0036] In order to make the technical solutions of the present application and its advantages clearer, the technical solutions of the present application will be further clearly and completely described below in combination with the drawings. It can be understood that the specific embodiments described herein are only part of the embodiments of the present application, which are only used to explain the present application, but not to limit the present application. It should be noted that, in order to facilitate the description, only parts related to the present application are shown in the drawings, and other related parts can be referred to the general design.

[0037] In addition, unless otherwise defined, technical terms or scientific terms used in the description of the present application shall be understood as the general meaning understood by those of ordinary skill in the art to which the present application belongs. The use of "includes" in the description of the present application indicates that the concept appearing before the word encompasses the concept listed after the word and its equivalents, without excluding other associated concepts.

[0038] In addition, the words used to indicate the position in the description of the present application are only used to indicate the relative direction or positional relationship, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly. It should be noted that, unless otherwise specified and limited, the "installation", "connection" and similar words used in the description of the present application should be understood in a broad sense, for example, the connection can be fixed connection, or can be detachable connection; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through intermediate medium, those skilled in the art can understand the specific meaning of the present application according to the specific circumstances.

[0039] The aero-engine includes a fan 1, a compressor 2, a combustion chamber 3, a high-pressure turbine 4, a low-pressure turbine 5, and a nozzle 6 arranged in sequence.

[0040] The aero-engine built-in dual starter generator is arranged in the front cavity of the aero-engine, as shown in the figure, including a front starter generator 7 and a rear starter generator 8, connected to an energy management system 14, and connected to the power supply system of the aero-engine and its aircraft. Figure 1

[0041] The energy management system 14 is outside the aero-engine, can store electric energy, and is connected to the fuel oil supply pump 15 and the ignition system 16 of the aero-engine.

[0042] The aero-engine built-in dual starter generator is as shown in the figure, wherein the front starter generator 7 includes a front rotor 71, a front stator 72, a front casing 73, and a front cooling fan 74; the rear starter generator 8 includes a rear rotor 81, a rear stator 82, a rear casing 83, and a rear cooling fan 84. Figure 2 The front rotor 71 and the rear rotor 81 are sleeved on the high-pressure shaft 9 of the aero-engine, and the intermediate shared bearing 10 is arranged between the front rotor 71 and the rear rotor 81.

[0043] The front stator 72 and the rear stator 82 are respectively sleeved on the outer periphery of the front rotor 71 and the rear rotor 81.

[0044] The front casing 73 and the rear casing 83 are respectively sleeved on the outer periphery of the front stator 72 and the rear stator 82.

[0045] The front casing 73 and the rear casing 83 are respectively sleeved on the outer periphery of the front stator 72 and the rear stator 82.

[0046] ​The front end of the front casing 73 is connected with the front end of the rear casing 83, and is sleeved on the intermediate common bearing 10 to be positioned and transmit force. The front end of the front casing 73 and the front end of the rear casing 83 can be connected by outward flanging and bolted.

[0047] The front end of the front casing 73 is sleeved on the front support bearing 12 of the front cavity front support 11 of the aero-engine, and is connected with the front cavity front support 11. The front support bearing 12 is sleeved on the high-pressure shaft 9 to be positioned and transmit force. The front end of the front casing 73 can be connected to the front cavity front support 11 by outward flanging and bolted.

[0048] The rear end of the rear casing 83 is connected with the front cavity rear support 13 of the aero-engine. The rear end of the rear casing 83 can be connected to the front cavity rear support 13 by outward flanging and bolted.

[0049] The front heat dissipation fan 74 and the rear heat dissipation fan 84 are arranged in the front casing 73 and the rear casing 83 respectively, and are sleeved on the high-pressure shaft 9. The front heat dissipation fan 74 is arranged in front of the front rotor 71 and the front stator 72. The rear heat dissipation fan 84 is arranged behind the rear rotor 81 and the rear stator 82.

[0050] The converter is arranged on the front casing 73 and the rear casing 83, and is connected with the energy management system 14.

[0051] In the existing aero-engine, the starting power of the aero-engine is generally less than the power generation power. Therefore, the single-engine starting and double-engine power generation mode can be used. The built-in double starting power generator of the aero-engine disclosed in the above embodiment is controlled. For details, refer to the following:

[0052] When the aero-engine starts, the energy management system 14 controls the front starting power generator 7 or the rear starting power generator 8 to be in the electric mode, and supplies power to make the front starting power generator 7 or the rear starting power generator 8 operate in the electric mode to drive the high-pressure shaft 9 to rotate. When the rotation speed of the high-pressure shaft 9 reaches the rotation speed required for the aero-engine to ignite, the energy management system 14 supplies power to the fuel oil pump 15 to start the fuel oil pump 15 to deliver fuel to the combustion chamber 3, and supplies power to the ignition system 16 to start the ignition system 16 to ignite the fuel, so as to start the aero-engine.

[0053] After the aero-engine starts to work normally, the rotation speed of the high-pressure shaft 9 can be used to determine whether the rotation speed reaches a certain value. The energy management system 14 controls the front starting power generator 7 and the rear starting power generator 8 to be in the power generation mode to supply power to the power supply system of the aero-engine and the aircraft.

[0054] The energy management system 14 monitors the working mode of the front starter generator 7 or the rear starter generator 8 at all times during the starting and normal operation of the aero-engine, and realizes reliable starting of the aero-engine and efficient power supply of the power supply system of the aero-engine and the aircraft through management of the motor and electric energy.

[0055] During the starting process of the aero-engine, if the used starter generator fails, another starter generator can be immediately enabled to drive the high-pressure shaft 9 to rotate, thereby greatly increasing the reliability of starting the aero-engine; when more rapid starting of the aero-engine is required, for example, in an emergency, two starter generators can be simultaneously used to drive the high-pressure shaft 9 to rotate, thereby shortening the starting time of the aero-engine. In addition, through energy storage, the starter generator can be used to drive during the inertial starting process of the aero-engine, thereby improving the reliability of inertial starting of the aero-engine.

[0056] During the normal operation of the aero-engine, if a single starter generator fails, the working mode of the starter generator is converted to the motor mode, but no power is supplied to the starter generator, so that the starter generator idles and no electric energy is generated, while the working mode of the other starter generator remains the generator mode, so as to maintain the basic electric energy demand of the aero-engine and the aircraft. In this case, the aircraft can quickly return to the airport, avoiding danger.

[0057] During the working of the aero-engine with the built-in double starter generators disclosed in the above embodiment, the front cooling fan 74 and the rear cooling fan 84 can be driven by the high-pressure shaft 9 to rotate, thereby actively cooling the front starter generator 7 and the rear starter generator 8, preventing the front starter generator 7 and the rear starter generator 8 from being damaged by high temperature, and 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 starter generator 7 and the rear starter generator 8, thereby reducing the influence of the vibration environment.

[0058] The connection lines of the front starter generator 7 and the rear starter generator 8 can be led out through the inside of the aero-engine support plate structure, so as to avoid damage caused by airflow erosion.

[0059] The aero-engine with the built-in double starter generators disclosed in the above embodiment adopts the structure of the built-in double starter generators, which can effectively reduce the size of a single starter generator, facilitate arrangement in the aero-engine, and greatly simplify the force transmission and positioning structure of the starter generator in the aero-engine, thereby greatly reducing the design difficulty and effectively ensuring the reliability of starting the aero-engine and supplying power to the power supply system of the aero-engine and the aircraft.

[0060] The technical scheme of the present application has been described in combination with the preferred embodiments shown in the drawings, and those skilled in the art should understand that the protection scope of the present application is obviously not limited to these specific embodiments, and those skilled in the art can make equivalent changes or replacements to the related technical features without departing from the principles of the present application, and the technical schemes after the changes or replacements will fall within the protection scope of the present application.

Claims

1. An aeroengine built-in dual starter generator, characterized in that, The application relates to an aero-engine built-in double starter generator. The front starter generator (7) comprises a front rotor (71), a front stator (72), a front casing (73) and a front cooling fan (74). The rear starter 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 a high-pressure shaft (9) of the aero-engine, and an intermediate shared 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 periphery of the front rotor (71) and the rear rotor (81). The front casing (73) and the rear casing (83) are respectively sleeved on the outer periphery of the front stator (72) and the rear stator (82). The rear end of the front casing (73) is connected with the front end of the rear casing (83), and the front casing (73) is sleeved on the intermediate shared bearing (10). The front end of the front casing (73) is sleeved on a front supporting bearing (12) of a front cavity front support (11) of the aero-engine, and the front cavity front support (11) is connected with the front supporting bearing (12), and the front supporting bearing (12) is sleeved on the high-pressure shaft (9). The rear end of the rear casing (83) is connected with a front cavity rear support (13) of the aero-engine, and a rear supporting bearing (17) of the front cavity rear support (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 arranged in front of the front rotor (71) and the front stator (72), and the rear cooling fan (84) is arranged behind the rear rotor (81) and the rear stator (82).

2. The aero-engine built-in double starter generator according to claim 1, wherein the rear end of the front casing (73) is connected with the front end of the rear casing (83) through outward flanging and is connected by bolts.

3. The aero-engine built-in double starter generator according to claim 2, wherein the front end of the front casing (73) is connected to the front cavity front support (11) through outward flanging and is connected by bolts.

4. The aero-engine built-in double starter generator according to claim 3, wherein the rear end of the rear casing (83) is connected to the front cavity rear support (13) through outward flanging and is connected by bolts.

5. The aero-engine built-in double starter generator according to claim 4, wherein the front starter generator (7) and the rear starter generator (8) are connected with an energy management system (14) and are connected to a power supply system of the aero-engine and an airplane. The energy management system (14) is arranged outside the aero-engine, can store electric energy and is connected with a fuel supply pump (15) and an ignition system (16) of the aero-engine.

6. An aero-engine built-in double starter generator control method for controlling the aero-engine built-in double starter generator according to claim 5, comprising the following steps. ​ ​ ​ ​ In the process of starting the aero-engine, the energy management system (14) controls the front starter-generator (7) or the rear starter-generator (8) to be in the motoring mode and to supply power, so that the front starter-generator (7) or the rear starter-generator (8) operates in the motoring mode to drive the high-pressure shaft (9) to rotate, the energy management system (14) supplies power to the fuel oil pump (15) to start the fuel oil pump (15) to deliver fuel to the combustion chamber (3), and supplies power to the ignition system (16) to start the ignition system (16) to ignite the fuel, so as to start the aero-engine. After the aero-engine is started and works normally, the energy management system (14) controls the front starter-generator (7) and the rear starter-generator (8) to be in the power generation mode to supply power to the power supply system of the aero-engine and the aircraft.

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