Built-in generator of aero-engine and control method of built-in generator
By designing flow holes and pipeline systems in the built-in starting generator of the aero engine, fuel is introduced and returned to the combustion chamber, cooling the starting generator is achieved, and the problem of heat accumulation is solved, and reliability and combustion efficiency are improved.
Patent Information
- Application Number
- CN202510196849.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-21
- Publication Date
- 2025-05-27
AI Technical Summary
When installed in a compact space, existing aircraft engines are prone to heat accumulation, resulting in failure, poor working reliability and low service life.
A built-in starting generator for aircraft engines is designed. By setting a plurality of circumferentially distributed through holes in the side wall of the motor, fuel is introduced and returned to the combustion chamber by using the oil supply pipeline and the oil return pipeline to achieve cooling of the starting generator, and the fuel flow rate is adjusted through the main fuel regulator to control the fuel temperature flowing out of the outflow chamber.
The temperature of fuel flowing out of the outflow chamber is effectively controlled, ensuring the reliability and service life of the starting generator, and at the same time improving combustion efficiency and saving energy.
Smart Images
Figure CN120042697A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the technical field of aero-engine structure design, and particularly relates to an in-aero-engine starter / generator and its control method. Background Art
[0002] With the development of technology, more and more electrical equipment is carried on an aircraft, and the electrical demand is increasing. It is necessary to extract more and more power from the aero-engine for power generation to meet the growing electrical demand on the aircraft.
[0003] An external starter / generator is arranged on the accessory gearbox of the aircraft, and can extract a large amount of power from the aero-engine for power generation to meet the growing electrical demand on the aircraft. However, the external starter / generator usually has a large volume, requires a large installation space, will have a great impact on the overall design layout of the aircraft, and has a large windward area and weight, which will greatly increase the fuel consumption rate of the aircraft, and uses gears for power transmission with the aero-engine, resulting in large power losses and low power generation efficiency.
[0004] An in-aero-engine starter / generator is arranged inside the aero-engine. Similarly, it can extract a large amount of power from the aero-engine for power generation to meet the growing electrical demand on the aircraft, and has a small volume and weight, and has a high power generation efficiency. However, it is installed in a small space inside the aero-engine, with a compact overall structure, obvious thermal effects, easy heat accumulation, prone to failures, poor working reliability, and low service life.
[0005] In view of the existence of the above technical defects, this application is proposed. Summary of the Invention
[0006] The purpose of this application is to provide an in-aero-engine starter / generator and its control method to overcome or mitigate at least one aspect of the known technical defects.
[0007] The technical solution of this application is as follows:
[0008] On the one hand, an in-aero-engine starter / generator is provided, including a motor rotor and a motor stator;
[0009] The motor rotor is sleeved on the front end of the high-pressure shaft of the aero-engine;
[0010] The motor stator is sleeved on the outer periphery of the motor rotor;
[0011] A plurality of flow holes distributed circumferentially are provided in the side wall of the motor stator, an inlet flow chamber communicating with each flow hole is provided at the front end, and an outlet flow chamber communicating with each flow hole is provided at the rear end;
[0012] The inlet flow chamber is communicated with the fuel tank through an oil supply pipeline, and a fuel booster pump and a main fuel regulator are arranged on the oil supply pipeline;
[0013] The outflow chamber is connected to the combustion chamber of the aero-engine through an oil supply pipeline and to the fuel tank through an oil return pipeline. Among them,
[0014] A fuel filter is provided on the oil supply pipeline;
[0015] A flow control valve and an oil return heat exchanger are provided on the oil return pipeline.
[0016] Optionally, in the above-mentioned built-in starter-generator of the aero-engine, the motor rotor and the high-pressure shaft are matched through a spline structure, and a nut is used to axially position the motor rotor on the high-pressure shaft.
[0017] Optionally, in the above-mentioned built-in starter-generator of the aero-engine, the motor stator and the inner cavity of the aero-engine are connected through a bracket and supported on the high-pressure shaft through a bearing.
[0019] On the other hand, a control method for the built-in starter-generator of the aero-engine is provided to control the above-mentioned built-in starter-generator of the aero-engine, including:
[0020] When starting the aero-engine, set the built-in starter-generator of the aero-engine to the electric mode to drive the high-pressure shaft to rotate. At the same time, start the fuel boost pump so that the fuel in the fuel tank enters the inflow chamber through the oil supply pipeline, flows into the outflow chamber through each flow hole, and then enters the combustion chamber through the oil supply pipeline. After the rotational speed of the high-pressure shaft reaches the required rotational speed for starting, ignite the aero-engine to ignite the fuel introduced into the combustion chamber to realize the start of the aero-engine;
[0021] After the aero-engine is started, according to the needs of the working state of the aero-engine, adjust the fuel flow rate introduced into the combustion chamber through the main fuel regulator. The fuel flow rate in the oil supply pipeline is the total fuel flow rate W1, and the fuel flow rate in the oil supply pipeline is the fuel flow rate W2 required for the working state of the aero-engine.
[0022] Optionally, in the above-mentioned control method for the built-in starter-generator of the aero-engine, after the aero-engine is started, when the temperature T of the fuel flowing out of the outflow chamber > the stable operation target control temperature Ts of the built-in starter-generator of the aero-engine + the temperature control margin Δt, gradually adjust and increase the total fuel flow rate W1 through the main fuel regulator, and gradually adjust and increase the opening degree of the flow control valve so that part of the fuel flowing out of the outflow chamber flows back to the fuel tank through the oil return pipeline until the temperature T of the fuel flowing out of the outflow chamber < the stable operation target control temperature Ts of the built-in starter-generator of the aero-engine + the temperature control margin Δt. The fuel flow rate in the oil return pipeline is the excess fuel return flow rate W3, and the excess fuel return flow rate W3 = the total fuel flow rate W1 - the fuel flow rate W2 required for the working state of the aero-engine;
[0023] When the temperature T of the fuel flowing out of the outflow chamber is less than the stable operating target control temperature Ts of the built-in starter generator of the aero-engine minus the temperature control margin Δt, the main fuel regulator gradually adjusts and reduces the total fuel quantity W1, and gradually adjusts and reduces the opening degree of the flow control valve to reduce the excess fuel return quantity W3 until the total fuel quantity W1 = the fuel quantity W2 required for the operating state of the aero-engine, or the temperature T of the fuel flowing out of the outflow chamber is greater than the stable operating target control temperature Ts of the built-in starter generator of the aero-engine minus the temperature control margin Δt.
[0024] Optionally, in the above-mentioned control method for the built-in starter generator of the aero-engine, the temperature control margin Δt is specifically taken as 5°C.
[0025] The present application has at least the following beneficial technical effects:
[0026] Provided is a built-in starter generator of an aero-engine and a control method thereof. It is designed to use fuel to cool the built-in starter generator of the aero-engine, and the temperature T of the fuel flowing out of the outflow chamber can be approximately controlled within the range of the stable operating target control temperature Ts of the built-in starter generator of the aero-engine plus or minus the temperature control margin Δt, ensuring effective cooling of the built-in starter generator of the aero-engine, ensuring the reliability and service life of the built-in starter generator of the aero-engine, and ensuring the fuel quantity W2 required for the operating state of the aero-engine. Moreover, it can save energy, and through the setting of the temperature control margin Δt, it can adapt to the hysteresis of temperature control, avoid frequent control actions, reduce the control burden. In addition, it can increase the temperature of the fuel introduced into the combustion chamber, which is beneficial to fuel atomization in the combustion chamber and improves the combustion efficiency. Description of the Drawings
[0027] Figure 1 is a schematic diagram of the built-in starter generator of the aero-engine provided by the embodiment of the present application;
[0028] Figure 2 is a partial schematic diagram of the built-in starter generator of the aero-engine provided by the embodiment of the present application;
[0029] Wherein:
[0030] 1 - motor rotor; 2 - motor stator; 3 - aero-engine; 4 - high-pressure shaft; 5 - fuel supply pipeline; 6 - fuel tank; 7 - fuel boost pump; 8 - main fuel regulator; 9 - fuel inlet pipeline; 10 - combustion chamber; 11 - return oil pipeline; 12 - fan; 13 - fuel filter; 14 - flow control valve; 15 - return oil heat exchanger; 16 - nozzle; 17 - compressor; 18 - high-pressure turbine; 19 - low-pressure turbine.
[0031] For better illustrating this embodiment, some contents in the drawings are omitted, enlarged or reduced, and are only used for exemplary illustration and cannot be construed as a limitation to the present application. Detailed implementation manners
[0032] To make the technical solutions and their advantages of this application clearer, the following will further clearly and completely describe the technical solutions of this application in conjunction with the accompanying drawings. It can be understood that the specific embodiments described herein are only partial embodiments of this application, which are only used to explain this application rather than limit this application. It should be noted that for the convenience of description, only the parts related to this application are shown in the drawings, and other related parts can refer to the general design.
[0033] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application should have the ordinary meaning understood by those of ordinary skill in the field to which this application belongs. The "including" used in the description of this application means that the concept appearing before this word covers the concepts listed after this word and their equivalents, without excluding other related concepts.
[0034] In addition, the words indicating directions used in the description of this application are only used to represent 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 such as "installation" and "connection" 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 directly connected or indirectly connected through an intermediate medium. Those skilled in the art can understand their specific meanings in this application according to the specific situation.
[0035] An in-aero-engine built-in starter generator, as Figure 1 shown, includes a motor rotor 1 and a motor stator 2.
[0036] The motor rotor 1 is sleeved on the front end of the high-pressure shaft 4 of the aero-engine 3. The motor rotor 1 and the high-pressure shaft 4 can be matched through a spline structure, and the motor rotor 1 can be axially positioned on the high-pressure shaft 4 by using a nut.
[0037] The motor stator 2 is sleeved on the outer periphery of the motor rotor 1, can be connected to the inner cavity of the aero-engine 3 through a bracket, and can be supported on the high-pressure shaft 4 through bearings.
[0038] The side wall of the motor stator 2 has a plurality of flow holes distributed circumferentially, the front end has an inlet flow cavity communicating with each flow hole, and the rear end has an outlet flow cavity communicating with each flow hole, as Figure 2 shown.
[0039] The inlet flow cavity is connected to the fuel tank 6 through an oil supply pipeline 5, and a fuel booster pump 7 and a main fuel regulator 8 are arranged on the oil supply pipeline 5.
[0040] The outflow chamber is connected to the combustion chamber 10 of the aeroengine 3 through the fuel inlet pipeline 9, and is connected to the fuel tank 6 through the fuel return pipeline 11. Among them, a fuel filter 13 is provided on the fuel inlet pipeline 9, and a flow control valve 14 and a fuel return heat exchanger 15 are provided on the fuel return pipeline 11.
[0041] The aeroengine 3 includes a fan 12, a compressor 17, a combustion chamber 10, a high-pressure turbine 18, a low-pressure turbine 19, and a nozzle 16 arranged in sequence.
[0042] The built-in starter generator of the aeroengine disclosed in the above embodiment can be controlled with reference to the following method.
[0043] When starting the aeroengine 1, set the built-in starter generator of the aeroengine to the electric mode to drive the high-pressure shaft 4 to rotate. At the same time, start the fuel boost pump 2 so that the fuel in the fuel tank 6 enters the inflow chamber through the fuel supply pipeline 5, flows into the outflow chamber through each flow hole, and then enters the combustion chamber 10 through the fuel inlet pipeline 9. After the rotational speed of the high-pressure shaft 4 reaches the required starting speed, ignite the aeroengine 1 to ignite the fuel introduced into the combustion chamber 10 to achieve the start of the aeroengine 1.
[0044] After the aeroengine 1 is started, the fuel flow rate introduced into the combustion chamber 10 can be adjusted through the main fuel regulator 8 according to the working state requirements of the aeroengine 1. The fuel flow rate flowing in the fuel supply pipeline 5 is the total fuel flow rate W1, and the fuel flow rate flowing in the fuel supply pipeline 5 is the fuel flow rate W2 required for the working state of the aeroengine.
[0045] The total fuel flow rate W1 will all enter the inflow chamber, flow into the outflow chamber through each flow hole and flow out, and can absorb the heat accumulated by the motor stator 2 along the way to cool the built-in starter generator of the aeroengine. This can ensure the reliability of the operation of the built-in starter generator of the aeroengine and its service life. Moreover, the fuel absorbs heat and the temperature rises, which is beneficial to atomization in the combustion chamber 10 and improves the combustion efficiency.
[0046] The temperature T of the fuel flowing out of the outflow chamber is detected. Specifically, a temperature sensor can be used for detection. When the temperature T of the fuel flowing out of the outflow chamber > the target control temperature Ts of the built-in starter generator of the aeroengine + the temperature control margin Δt, it indicates that the fuel quantity W2 required for the working state of the aeroengine is not sufficient to effectively cool the built-in starter generator of the aeroengine. At this time, the main fuel regulator 8 can be used to gradually adjust and increase the total fuel quantity W1, and gradually adjust and increase the opening degree of the flow control valve 14, so that part of the fuel flowing out of the outflow chamber flows back to the fuel tank 6 through the return oil pipeline 11 until the temperature T of the fuel flowing out of the outflow chamber < the target control temperature Ts of the built-in starter generator of the aeroengine + the temperature control margin Δt. The fuel quantity flowing in the return oil pipeline 11 is the excess fuel return quantity W3, and the excess fuel return quantity W3 = the total fuel quantity W1 - the fuel quantity W2 required for the working state of the aeroengine. During the adjustment process, the fuel quantity W2 required for the working state of the aeroengine is maintained unchanged.
[0047] The excess fuel return quantity W3 flows back to the fuel tank 6 through the return oil pipeline 11. When flowing through the return oil heat exchanger 15, it will exchange heat with the low-temperature medium to cool down, avoiding heat accumulation in the fuel tank 6.
[0048] When the temperature T of the fuel flowing out of the outflow chamber < the target control temperature Ts of the built-in starter generator of the aeroengine - the temperature control margin Δt, it indicates that the total fuel quantity W1 has exceeded the cooling requirement for the built-in starter generator of the aeroengine. To save energy, at this time, the main fuel regulator 8 can be used to gradually adjust and decrease the total fuel quantity W1, and gradually adjust and decrease the opening degree of the flow control valve 14 to reduce the excess fuel return quantity W3 until the total fuel quantity W1 = the fuel quantity W2 required for the working state of the aeroengine, or the temperature T of the fuel flowing out of the outflow chamber > the target control temperature Ts of the built-in starter generator of the aeroengine - the temperature control margin Δt.
[0049] The total fuel quantity W1, the fuel quantity W2 required for the working state of the aeroengine, and the excess fuel return quantity W3 can be detected by setting corresponding flow sensors. The temperature control margin Δt can specifically be taken as 5°C.
[0050] The method for controlling the built-in starter generator of the aeroengine disclosed in the above embodiment can roughly control the temperature T of the fuel flowing out of the outflow chamber within the range of the target control temperature Ts of the built-in starter generator of the aeroengine ± the temperature control margin Δt, which can ensure the effective cooling of the built-in starter generator of the aeroengine, ensure the fuel quantity W2 required for the working state of the aeroengine, save energy, and through the setting of the temperature control margin Δt, it can adapt to the hysteresis of the control, avoid frequent control actions, and reduce the control burden.
[0051] So far, the technical solutions of this application have been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the protection scope of this application is obviously not limited to these specific embodiments. Without departing from the principle 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 protection scope of this application.
Claims
1. An aircraft engine built-in generator, characterized in that: It comprises a motor rotor (1) and a motor stator (2); The motor rotor (1) is sleeved on the front end of the high-pressure shaft (4) of the aircraft engine (3); The motor stator (2) is sleeved on the outer circumference of the motor rotor (1); The side wall of the motor stator (2) is provided with a plurality of flow holes distributed along the circumferential direction, the front end is provided with an inlet cavity connected to the flow holes, and the rear end is provided with an outlet cavity connected to the flow holes; The inlet chamber is connected to a fuel tank (6) through an oil supply pipeline (5), and a fuel booster pump (7) and a main fuel regulator (8) are arranged on the oil supply pipeline (5); The outflow cavity is connected to a combustion chamber (10) of an aircraft engine (3) through an oil inlet pipeline (9), and is connected to a fuel tank (6) through an oil return pipeline (11), wherein: A fuel filter (13) is provided on the oil inlet pipeline (9); The oil return pipeline (11) is provided with a flow control valve (14) and an oil return heat exchanger (15).
2. The aircraft engine built-in generator according to claim 1, characterized in that: The motor rotor (1) and the high-pressure shaft (4) are matched via a sleeve gear structure, and a nut is used on the high-pressure shaft (4) to axially position the motor rotor (1).
3. The aircraft engine built-in generator according to claim 2, characterized in that: The motor stator (2) is connected to the inner cavity of the aircraft engine (3) via a bracket and is supported on the high-pressure shaft (4) via a bearing.
4. A method for controlling an aircraft engine built-in start-up generator, for controlling the aircraft engine built-in start-up generator according to claim 3, characterized in that: include: When starting the aircraft engine (1), the aircraft engine built-in starter generator is set in electric mode to drive the high-pressure shaft (4) to rotate. At the same time, the fuel boost pump (2) is started to allow the fuel in the fuel tank (6) to pass through the fuel supply pipeline (5) into the inlet cavity, flow into the outlet cavity through various flow holes, and then pass into the combustion chamber (10) through the fuel inlet pipeline (9). After the rotation speed of the high-pressure shaft (4) reaches the rotation speed required for starting, the aircraft engine (1) is ignited to ignite the fuel passed into the combustion chamber (10), thereby achieving the starting of the aircraft engine (1); After the aircraft engine (1) is started, the fuel flow rate entering the combustion chamber (10) is adjusted by the main fuel regulator (8) according to the requirements of the working state of the aircraft engine (1), the amount of fuel flowing in the fuel supply pipeline (5) is the total fuel amount W1, and the amount of fuel flowing in the fuel supply pipeline (5) is the fuel amount W2 required for the working state of the aircraft engine.
5. The method for controlling a generator built into an aircraft engine according to claim 4, characterized in that: After the aircraft engine (1) is started, when the temperature T of the fuel flowing out of the outflow cavity is greater than the target control temperature Ts for stable operation of the aircraft engine's built-in generator + the temperature control margin Δt, the total fuel quantity W1 is gradually increased by adjusting the main fuel regulator (8), and the opening of the flow control valve (14) is gradually increased, so that part of the fuel flowing out of the outflow cavity is returned to the fuel tank (6) through the return oil pipeline (11) until the temperature T of the fuel flowing out of the outflow cavity is less than the target control temperature Ts for stable operation of the aircraft engine's built-in generator + the temperature control margin Δt, and the amount of fuel flowing in the return oil pipeline (11) is the excess fuel return quantity W3, and the excess fuel return quantity W3 = the total fuel quantity W1 - the fuel quantity W2 required for the aircraft engine's working state; When the temperature T of the fuel flowing out of the outflow cavity is less than the target control temperature Ts for stable operation of the built-in generator of the aircraft engine minus the temperature control margin Δt, the total fuel quantity W1 is gradually reduced by adjusting the main fuel regulator (8), and the opening of the flow control valve (14) is gradually reduced to reduce the excess fuel return quantity W3, until the total fuel quantity W1 equals the fuel quantity W2 required for the working state of the aircraft engine, or the temperature T of the fuel flowing out of the outflow cavity is greater than the target control temperature Ts for stable operation of the built-in generator of the aircraft engine minus the temperature control margin Δt.
6. The method for controlling a generator built into an aircraft engine according to claim 5, characterized in that: The temperature control margin Δt is specifically set to 5°C.