Hybrid aero-engine

Abstract

The invention discloses a hybrid power aero-engine. The hybrid aero-engine may include a propulsion module and a power generation module. The propulsion module may include a propulsion device and a drive device, wherein the drive device is coupled to the propulsion device. The power generation module may include a power generation device and a core machine, wherein the core machine is coupled to the power generation device. In some cases, a power generation device of the power generation module is coupled to a drive device of the propulsion module, and the core machine is configured to output power to the power generation device for the power generation device to output current to the drive device, thereby causing the drive device to drive the propulsion device. According to the hybrid power aero-engine, the propulsion device is driven to generate thrust in an electric driving mode, and thrust level-to-level management is achieved; compared with the prior art, a low-pressure turbine part is omitted, the engine structure is simplified, electric energy supply needed by the propelling device can be achieved without high turbine front temperature, the performance requirement for high-temperature alloy materials is lowered, and the stability of the aero-engine is improved.

Description

Technical Field

[0001] This application relates to the field of aeroengines, and particularly to a hybrid aeroengine. Background Art

[0002] The rotor structures of traditional aeroengines all adopt physical connections. In the traditional aeroengine as shown in Figure 1 , the low-pressure turbine shaft is connected to the fan shaft through splines to achieve torque transmission. For example, the shaft-end thread of the low-pressure turbine shaft is connected to the fan shaft through a nut so that the rotational speeds of the fan rotor and the low-pressure turbine rotor are kept the same.

[0003] In order to increase the engine thrust and propulsion efficiency, it is necessary to design a larger fan diameter to increase the air flow rate (especially for commercial aeroengines). However, due to the physical connection structure between the low-pressure turbine, which is the power turbine, and the fan rotor, a larger fan diameter means a greater blade centrifugal force of the fan, thus requiring a thicker fan containment casing, which results in a serious overweight of the aeroengine. At the same time, the tip speed of the blades of a fan with a larger diameter is likely to exceed the speed of sound to form shock waves when operating at high rotational speeds, causing serious noise over-standard and aggravating the aerodynamic losses of the fan.

[0004] In order to reduce the fan rotational speed so that the fan operates at a low rotational speed, generally, the engine bypass ratio is increased to reduce fuel consumption and noise. At the same time, in order not to reduce the rotational speed of the low-pressure turbine to match the optimal rotational speed of the high-pressure rotor, it is necessary to separately design the low-pressure turbine and the fan rotor to achieve a reduction in the rotational speed of the fan rotor. A geared fan engine solves some of the above problems, but its structure is very complex, has a short in-service period and low stability. In addition, the energy consumption of traditional aeroengines is also quite high.

[0005] Therefore, there is an urgent need for an environmentally friendly, efficient, simple-structured or highly stable aeroengine. Summary of the Invention

[0006] The following gives a brief overview of one or more aspects to provide a basic understanding of such aspects. This overview is not an exhaustive survey of all contemplated aspects, and is neither intended to identify key or decisive elements of all aspects nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that follows.

[0007] To solve one or more of the above-mentioned problems in the prior art, the present application proposes a hybrid aviation engine. The hybrid aviation engine can charge the energy storage device of the aircraft to provide power to the drive motor under operating conditions that require high thrust (such as during takeoff and climb of the aircraft), so as to achieve hybrid drive and reduce fuel consumption. In addition, the hybrid aviation engine can also use the energy storage device to provide power to the drive motor to drive the fan under the ground idle condition, thereby generating ground idle thrust. The hybrid aviation engine according to the present application adopts an electric drive mode to drive the propulsion device to generate thrust, realizing thrust grading management; the low-pressure turbine part is cancelled, the engine structure is simplified, and the electrical energy supply required by the propulsion device can be achieved without a very high turbine inlet temperature, reducing the performance requirements for superalloy materials and improving the stability of the aviation engine.

[0008] One aspect of the present application provides a hybrid aviation engine. The hybrid aviation engine may include: a propulsion module and a power generation module. The propulsion module may include a propulsion device and a drive device, wherein the drive device is coupled to the propulsion device. The power generation module may include a power generation device and a core engine, wherein the core engine is coupled to the power generation device. The power generation device of the power generation module may be coupled to the drive device of the propulsion module. The core engine may be configured to output power to the power generation device for the power generation device to output current to the drive device, so that the drive device drives the propulsion device.

[0009] In one example, the propulsion module and the power generation module may be directly coupled or independently distributed from each other.

[0010] In one example, the drive device may be located in the front bearing cavity of the hybrid aviation engine, outside the hybrid aviation engine, or distributed at any one or more positions of the aircraft.

[0011] In one example, the propulsion device may be a fan.

[0012] In one example, the power generation device may be provided inside the propulsion device, inside the hybrid aviation engine and outside the propulsion device, inside the aircraft component, or integrally designed as a part of the aircraft.

[0013] In one example, the hybrid aviation engine may further include a gearbox, wherein the core engine is coupled to the power generation device via the gearbox.

[0014] In one example, the hybrid aviation engine may further include a radial transmission device, wherein the core engine is coupled to the gearbox via the radial transmission device, and / or wherein the gearbox is provided inside the propulsion device, inside the hybrid aviation engine and outside the propulsion device, inside the aircraft component, or integrally designed as a part of the aircraft.

[0015] In one example, the hybrid aviation engine may further include a converter, wherein the power generation device is coupled to the drive device via the converter, and wherein the current output by the power generation device is transmitted to the drive device after being frequency-modulated to a frequency by the converter.

[0016] In one example, the hybrid aviation engine may further include an energy storage device, wherein the energy storage device is coupled to the power generation device, and wherein the power generation device is further configured to charge the energy storage device for driving the propulsion device.

[0017] In one example, the core engine may include: a high-pressure compressor, a combustion chamber, and a turbine.

[0018] This disclosure is provided to introduce some concepts in a simplified form that will be further described in the detailed description below. This disclosure is not intended to identify the key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects, features, and / or advantages of the various embodiments will be set forth in part in the description below, and will in part be obvious from the description, or may be learned by practice of the disclosure. Brief Description of the Drawings

[0020] To understand the manner in which the features described above in this disclosure can be obtained, a more specific description of the above briefly summarized content can be made with reference to the various aspects, some of which are illustrated in the drawings. It should be noted, however, that the drawings illustrate only certain typical aspects of this disclosure and should not be considered to limit its scope, as the description may admit of other equally effective aspects. In the drawings:

[0021] Figure 1 An example structural diagram of a conventional aviation engine is shown.

[0022] Figure 2 An example structural diagram of a hybrid aviation engine with an in-built drive device according to an embodiment of this disclosure is shown.

[0023] Figure 3 An example structural diagram of a hybrid aviation engine with an out-built drive device according to another embodiment of this disclosure is shown.

[0024] Figure 4a and 4b An example structural diagram of a hybrid aviation engine according to still another embodiment of this disclosure is shown. Detailed Description

[0025] The following detailed description in conjunction with the accompanying drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein can be practiced. The detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details.

[0026] Based on this teaching, those skilled in the art should appreciate that the scope of the present disclosure is intended to cover any aspect of the present disclosure, whether implemented independently or in combination with any other aspect of the present disclosure. For example, any number of the aspects described can be used to implement a device or practice a method. Additionally, the scope of the present disclosure is intended to cover such devices or methods practiced using other structures, functionality, or a combination of structures and functionality that complement or are different from the various aspects of the present disclosure as described.

[0027] Although specific aspects are described herein, numerous variations and permutations of these aspects fall within the scope of the present disclosure. While some benefits and advantages of the preferred aspects are mentioned, the scope of the present disclosure is not intended to be limited to specific benefits, uses, or objectives. The detailed description and the drawings merely illustrate the present disclosure and do not limit the present disclosure, and the scope of the present disclosure is defined by the appended claims and their equivalent technical solutions.

[0028] In order to reduce the fan speed so that the fan operates at a low speed, generally, it is chosen to increase the engine bypass ratio to reduce fuel consumption and noise. At the same time, in order not to reduce the speed of the low-pressure turbine to match the optimal speed of the high-pressure rotor, it is necessary to separately design the low-pressure turbine and the fan rotor to achieve a reduction in the fan rotor speed. A geared fan engine solves some of the above problems, but its structure is very complex, has a short in-service period, and low stability. In addition, the energy consumption of traditional aeroengines is also quite high.

[0029] To solve one or more of the above prior art problems, the present application proposes a hybrid aeroengine. The hybrid aeroengine can charge the energy storage device of the aircraft to provide power to the drive motor under operating conditions that require high thrust (such as during aircraft takeoff, climb phase, etc.) to achieve hybrid drive and reduce fuel consumption. In addition, the hybrid aeroengine can also use the energy storage device to provide power to the drive motor to drive the fan under the ground idle condition, thereby generating ground idle thrust. The hybrid aeroengine according to the present application uses an electric drive method to drive the propulsion device to generate thrust, achieving thrust grading management; the low-pressure turbine part is cancelled, simplifying the engine structure, and the electrical energy supply required for the propulsion device can be achieved without a very high turbine inlet temperature, reducing the performance requirements for superalloy materials and improving the stability of the aeroengine. The following further illustrates the present disclosure in conjunction with specific embodiments and the accompanying drawings, but the protection scope of the present disclosure should not be limited thereby.

[0030] Figure 2 shows an exemplary structural diagram of a hybrid aviation engine 20 according to an embodiment of the present disclosure. As Figure 2 shown, the hybrid aviation engine 20 may include a propulsion module and a power generation module.

[0031] In one embodiment, the propulsion module may include a propulsion device 110 and a driving device 120, wherein the driving device 120 may be coupled to the propulsion device 110. In an alternative embodiment, as Figure 2 shown, the driving device 120 may be directly coupled to the propulsion device 110. In an alternative embodiment, the propulsion device 110 may be a fan, as Figure 2 shown. In an alternative embodiment, the driving device 120 may be located within the hybrid aviation engine 20. For example, the driving device 120 may be located in the front bearing cavity of the hybrid aviation engine 20, as Figure 2 shown. In other alternative embodiments, the driving device 120 may be located outside the hybrid aviation engine 20. For example, the driving device 120 may be located on the load-bearing casing 310 of the hybrid aviation engine, as Figure 3 shown. In still other alternative embodiments, the driving device 120 may be distributed at any one or more positions of the aircraft. Those skilled in the art will appreciate that Figure 2 and 3 the distribution of the driving device 120 shown is merely an example, not a limitation, and the driving device 120 may be distributed at any one or more positions of the aircraft and connected to the propulsion device by a cable without departing from the scope of the present disclosure.

[0032] In one embodiment, the power generation module may include a power generation device 220 and a core engine 210, wherein the core engine 210 may be coupled to the power generation device 220. The power generation device 220 of the power generation module may be coupled to the driving device 120 of the propulsion module. The core engine may be configured to output power to the power generation device 220 for the power generation device 220 to output current to the driving device 120, so that the driving device 120 drives the propulsion device 110. In one embodiment, the core engine may include: a high-pressure compressor, a combustion chamber, and a turbine.

[0033] As Figure 2 shown, in an alternative embodiment, the propulsion module and the power generation module may be located together. That is to say, the propulsion module and the power generation module may be generally located together. As Figure 2 shown, for example, the power generation device 220 of the power generation module may be generally located together with the core engine 120 of the propulsion module and the power generation device. In other alternative embodiments, the propulsion module and the power generation module may be distributed independently of each other, as further described below in conjunction with FIG. 4.

[0034] As Figure 2 shown, in an alternative embodiment, the hybrid aeroengine 20 may further include a gearbox 230, wherein the core engine 210 is coupled to the power generation device 220 via the gearbox 230. In some cases, the gearbox 230 may be used to reduce the rotational speed transmitted by the core engine. By way of example and not limitation, the power generation device 220 and / or the gearbox 230 may be disposed within the propulsion device, within and outside the hybrid aeroengine, within the aircraft component, or integrally designed as part of the aircraft.

[0035] In an alternative embodiment, the hybrid aeroengine 20 may further include a radial drive, wherein the core engine 210 is coupled to the gearbox 230 via the radial drive. For example, the core engine 210 is coupled to the gearbox 230 via a radial drive gear. In an alternative embodiment, the hybrid aeroengine 20 may further include a converter 240, wherein the power generation device 220 is coupled to the drive device via the converter 240 (e.g., a frequency converter), and wherein the current output by the power generation device 220 is transmitted to the drive device 120 after being frequency modulated to a frequency by the converter 240. That is, the current is frequency modulated to a suitable frequency via the converter 240, the current is transmitted to the drive device 120 through a cable, and then the propulsion device 110 is driven to rotate to generate the thrust required by the hybrid aeroengine.

[0036] In an alternative embodiment, the hybrid aeroengine 20 may further include an energy storage device ( Figure 2 not shown), wherein the energy storage device is coupled to the power generation device 220, and wherein the power generation device 220 is further configured to charge the energy storage device for driving the propulsion device 110. In some cases, the energy storage device may be located at any position within the aircraft.

[0037] In the hybrid aeroengine 20, the drive device 120 is built into the front bearing cavity of the hybrid aeroengine 20. Figure 2 The hybrid aeroengine 20 shown in Figure 2 is particularly suitable for realizing an aeroengine with high thrust, because the front bearing cavity space of the aeroengine with high thrust is sufficient to layout the drive motor. Those skilled in the art will appreciate that Figure 2 the hybrid aeroengine 20 shown in

[0038] Figure 3 is merely shown as an example and not a limitation, Figure 3The hybrid aeroengine 30 shown in Figure 2 is similar to the hybrid aeroengine 30 shown in Figure 2 , except that the drive device 120 in the hybrid aeroengine 20 shown in Figure 3 is located in the front bearing cavity of the hybrid aeroengine 20, while, conversely, the drive device 120 in the hybrid aeroengine 30 shown in

[0039] is located on the load-bearing casing 310 of the hybrid aeroengine 30. The drive device 120 transmits energy (such as electrical energy, electric current, etc.) to the inner drive device (such as an inner drive gear) through a radial transmission device (such as a radial transmission gear), thereby driving the propulsion device 110 (such as the rotor of the propulsion device 110) to rotate to generate the required thrust. Figure 3 The hybrid aeroengine 30 shown in Figure 3 is particularly suitable for realizing an aeroengine with medium and small thrusts, because the space of the front bearing cavity of an aeroengine with medium and small thrusts is small, and / or the axial distance between the propulsion device 110 and the core engine 210 is small. Those skilled in the art will appreciate that Figure 3 the hybrid aeroengine 30 shown in

[0040] Figure 4a and 4b is merely shown as an example and not a limitation, Figure 4a and 4b the various devices in Figure 4a can be arranged in other ways without departing from the scope of the present disclosure. Figure 2 and Figure 4a show an example structural diagram of a hybrid aeroengine 40 according to still another embodiment of the present disclosure.

[0041] Figure 4b The power generation module 42 is shown. The power generation module 42 is independent of the propulsion module 41. In one embodiment, the power generation module 42 delivers electrical energy to the propulsion module 41 via a cable.

[0042] In one embodiment, the power generation module 42 may include a power generation device 220 and a core engine 210, where the core engine 210 may be coupled to the power generation device 220. The core engine 210 may be configured to output power to the power generation device 220 for the power generation device 220 to output current to the drive device 120 via a cable, thereby enabling the drive device 120 to drive the propulsion device 110. In one embodiment, the core engine 210 may include: a high-pressure compressor, a combustion chamber, and a turbine.

[0043] As shown in FIG. 4, in an alternative embodiment, the hybrid aviation engine 40 may further include a transmission 230, where the core engine 210 is coupled to the power generation device 220 via the transmission 230. In some cases, the transmission 230 may be used to reduce the rotational speed transmitted by the core engine 210. By way of example and not limitation, the power generation device 220 and / or the transmission 230 may be provided within the propulsion device, within the hybrid aviation engine and outside the propulsion device, within an aircraft component, or integrated as part of the aircraft.

[0044] In an alternative embodiment, the hybrid aviation engine 40 may further include a radial drive, where the core engine 210 is coupled to the transmission 230 via the radial drive. For example, the core engine 210 is coupled to the transmission 230 via a radial drive gear. In an alternative embodiment, the hybrid aviation engine 40 may further include a converter 240, where the power generation device 220 is coupled to the drive device via the converter 240 (e.g., a frequency converter), and where the current output by the power generation device 220 is transmitted to the drive device 120 after being frequency-modulated to a frequency by the converter 240. That is, the current is frequency-modulated to a suitable frequency via the converter 240, the current is delivered to the drive device 120 through a cable, and then drives the propulsion device 110 to rotate to generate the thrust required by the hybrid aviation engine.

[0045] In an alternative embodiment, the hybrid aviation engine 40 may further include an energy storage device 410 (e.g., an accumulator), where the energy storage device 410 is coupled to the power generation device 220 via a cable, and where the power generation device 220 is further configured to charge the energy storage device 410 for driving the propulsion device 110. In some cases, the energy storage device 410 may be located at any position within the aircraft.

[0046] Those skilled in the art will appreciate, Figure 4a and 4bThe hybrid aviation engine 30 shown is only shown as an example, not as a limitation. Figure 4a and 4b The various devices in can be arranged in other ways without departing from the scope of the present disclosure.

[0047] The hybrid aviation engine proposed in this application includes a propulsion module and a power generation module, where the propulsion module and the power generation module can be located in one place or independently distributed from each other. The propulsion device and the drive device included in the propulsion module can also be arranged in various ways, and the core engine and the power generation device included in the power generation module can also be arranged in various ways without departing from the scope of the present disclosure.

[0048] The layout of the hybrid aviation engine proposed in this application is flexible and applicable to various types of aviation engines. The hybrid aviation engine according to this application can charge the energy storage device of the aircraft to provide power for the drive motor under operating conditions that require high thrust (such as during takeoff and climb of the aircraft) to achieve hybrid drive and reduce fuel consumption. In addition, the hybrid aviation engine can also use the energy storage device to provide power for the drive motor to drive the fan under the ground idle condition, thereby generating ground idle thrust. The hybrid aviation engine according to this application uses an electric drive method to drive the propulsion device to generate thrust, realizes thrust grading management, improves the propulsion efficiency, and also reduces fuel consumption. The hybrid aviation engine according to this application cancels the low-pressure turbine part, simplifies the engine structure, can realize the power supply required by the propulsion device without a very high turbine inlet temperature, reduces the performance requirements for superalloy materials, and improves the stability of the aviation engine.

[0049] The terms "coupled" and "connected" can refer to being connected by connection methods commonly used by those skilled in the art such as cables, drive shafts, gears, etc. without departing from the scope of the present disclosure. The term "example" is used herein to mean "serving as an example, embodiment, or illustration". Any aspect described as an "example" herein does not have to be construed as superior to or better than other aspects.

[0050] The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but are to be accorded the full scope consistent with the language of the claims, where the recitation of a singular element is not intended to mean "one and only one" unless specifically stated otherwise, but rather "one or more." Unless specifically stated otherwise, the term "some" refers to one or more. Elements of the various aspects described throughout this disclosure are expressly incorporated herein by reference in their entirety for all structural and functional equivalents known to those of ordinary skill in the art currently or hereafter, and are intended to be covered by the claims.

[0051] In addition, as an overall technical solution, there are also other components or steps that are not listed in the claims or the specification of the present invention. Moreover, a single name of a component does not exclude other names of the component. It should also be noted that these embodiments may be described as processes depicted as structural diagrams or block diagrams.

[0052] The disclosed methods, apparatuses, and systems should not be limited in any way. On the contrary, this disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (separately and in various combinations and sub-combinations with each other). The disclosed apparatuses and systems are not limited to any specific aspect or feature or their combination, and no specific advantage or solution to a particular or all technical problems is required for any of the disclosed embodiments.

[0053] The present invention is not limited to the specific embodiments described above. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present invention, those of ordinary skill in the art can also make many forms without departing from the spirit of the present invention and the scope protected by the claims. All of these are within the protection scope of the present invention.

Claims

1. A hybrid aviation engine, characterized in that, comprising: a propulsion module, the propulsion module including a propulsion device and a drive device, wherein the drive device is coupled to the propulsion device; and a power generation module, the power generation module including a power generation device and a core engine, wherein the core engine is coupled to the power generation device, wherein the power generation device of the power generation module is coupled to the drive device of the propulsion module, and wherein the core engine is configured to output power to the power generation device for the power generation device to output current to the drive device, thereby enabling the drive device to drive the propulsion device.

2. The hybrid aviation engine according to claim 1, characterized in that, the propulsion module is directly coupled to the power generation module or is independently distributed from each other.

3. The hybrid aviation engine according to claim 1, characterized in that, the drive device is located in the front bearing cavity of the hybrid aviation engine, outside the hybrid aviation engine, or distributed at any one or more positions of the aircraft.

4. The hybrid aviation engine according to claim 1, characterized in that, the propulsion device is a fan.

5. The hybrid aviation engine according to claim 1, characterized in that, the power generation device is arranged inside the propulsion device, inside the hybrid aviation engine and outside the propulsion device, inside an aircraft component, or is integrally designed as part of the aircraft.

6. The hybrid aviation engine according to claim 1, characterized in that, further comprising a gearbox, wherein the core engine is coupled to the power generation device via the gearbox.

7. The hybrid aviation engine according to claim 6, characterized in that, further comprising a radial transmission device, wherein the core engine is coupled to the gearbox via the radial transmission device, and / or wherein the gearbox is arranged inside the propulsion device, inside the hybrid aviation engine and outside the propulsion device, inside an aircraft component, or is integrally designed as part of the aircraft.

8. The hybrid aviation engine according to claim 1, characterized in that, further comprising a converter, wherein the power generation device is coupled to the drive device via the converter, and wherein the current output by the power generation device is transmitted to the drive device after being frequency modulated to a frequency by the converter.

9. The hybrid aviation engine according to claim 1, characterized in that, further comprising an energy storage device, wherein the energy storage device is coupled to the power generation device, and wherein the power generation device is further configured to charge the energy storage device for driving the propulsion device.

10. The hybrid aviation engine according to claim 1, characterized in that, the core engine includes: a high-pressure compressor, a combustion chamber and a turbine.

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