A mode conversion device for an aviation power system

Abstract

The present invention belongs to the field of aero-engines, and provides a mode conversion device for an aero-power system, including a diverter casing, an air bleed bypass duct, a rotary valve, and a drive structure. The diverter casing forms a main flow channel; the air bleed bypass duct is arranged on the diverter casing, and the air bleed bypass duct forms a bypass flow channel; the rotary valve is coaxial with the diverter casing, and the rotating mechanism is arranged in the diverter casing, and a hole connected to the air bleed bypass duct is opened on the rotary valve; the drive structure is located outside the diverter casing, connected to the rotary valve, and is used to drive the rotary valve to rotate to control the connection or closure of the main flow channel and the bypass flow channel. The architecture of the mode conversion device of the present invention is similar to a branching structure, and the main flow channel and the bypass flow channel are connected or closed by the drive structure to realize the conversion of the new power system engine between the conventional power mode and the hybrid electric propulsion mode.

Description

Technical Field

[0001] The present invention belongs to the field of aviation engines, relates to a mode conversion design technology of an engine power system, and particularly relates to a mode conversion device of an aviation power system. Background Art

[0002] Aircraft engines have different requirements for different scenarios. For example, high-speed flight requires engines with high thrust and low inlet flow, low total pressure ratio, and high exhaust velocity. Low-speed, economical flight, on the other hand, requires engines with high propulsion efficiency at subsonic speeds, driving engine design trends toward high inlet flow, high total pressure ratio, and low exhaust velocity. From a thermodynamic perspective, achieving both high thrust and low fuel consumption in aviation gas turbine engines requires improving thermal and propulsion efficiency across a wide range of flight conditions. However, traditional aircraft engines, constrained by their thermodynamic cycle and practical configuration, are unable to meet future requirements.

[0003] With the development and application of aviation gas turbine-electric hybrid propulsion technology, the power sources of aircraft are developing in a diversified and distributed direction. In addition to traditional gas turbine engines, the flight power sources of aircraft can also come from electric propulsion systems. How to achieve the conversion between traditional gas turbine power mode and hybrid electric propulsion mode is an urgent problem that needs to be solved.

[0004] Therefore, in order to meet the needs of future aviation power systems to take into account different flight scenarios, a new power system architecture scheme is proposed that can realize mode conversion between conventional power mode and hybrid-electric propulsion mode, which can enable aircraft engines to have the ability to operate in traditional gas turbine engine state and hybrid-electric propulsion state respectively. Summary of the Invention

[0005] In order to solve the technical problem of switching between the traditional gas turbine power mode and the hybrid electric propulsion mode, the present invention discloses a mode conversion device for an aviation power system, including a splitter casing, an air bleed bypass duct, a rotary valve and a drive structure.

[0006] Wherein, the diverter casing forms a main flow channel;

[0007] The bleed air bypass pipe is arranged on the diverter casing, and the bleed air bypass pipe forms a bypass flow channel;

[0008] The rotary valve is coaxial with the diverter casing and is rotatably arranged in the diverter casing. The rotary valve is provided with a hole communicating with the bleed air bypass pipe.

[0009] The driving structure is located outside the diverter casing and is connected to the rotary valve, and is used to drive the rotary valve to rotate to control the communication or closing of the main flow channel and the bypass flow channel.

[0010] Furthermore, the driving structure includes a gear structure and a driving motor, the gear structure is connected to the output shaft of the driving motor, and the gear structure is meshed with a gear ring on the outer peripheral wall of the rotary valve.

[0011] Furthermore, the rotary valve and the inner wall of the diverter casing are both conical cylinder structures that gradually shrink along the airflow direction.

[0012] Furthermore, a front radial roller, an axial roller and a rear radial roller in contact with the inner wall of the diverter casing are provided on the outer peripheral wall of the rotary valve, the front radial roller is located at the inlet of the main channel, the axial roller is located at the rear edge of the bleed air bypass pipe, and the rear radial roller is located at the outlet of the main channel.

[0013] Furthermore, it also includes a sealing structure, which includes a front sealing ring, a rear sealing ring and a double-layer sealing structure. The front sealing ring is located at the inlet of the main channel, and the rear sealing ring is located at the outlet of the main channel. The front sealing ring and the rear sealing ring are both fixed to the rotary valve by screws, and the double-layer sealing structure is arranged on the hole.

[0014] Furthermore, the front sealing ring and the rear sealing ring are labyrinth-type sealing grate teeth, and the meshing depth of the inner layer of grate teeth close to the axis of the main channel is greater than the meshing depth of the outer layer of grate teeth away from the axis of the main channel.

[0015] Furthermore, the double-layer sealing structure includes an inner sealing structure and an outer sealing structure, the inner surface of the inner sealing structure is aligned with the inlet of the bleed air bypass duct, and the outer sealing structure is inclined toward the rear end of the air flow direction.

[0016] Furthermore, the angle between the inlet end of the air bleed bypass pipe and the air flow direction in the main channel is 30-50 degrees.

[0017] Furthermore, the bleed air bypass pipe includes a front arc section and a rear expansion section, and the rear expansion section is connected to the power turbine.

[0018] Furthermore, there are a plurality of bleed air bypass pipes, and the rotary valve is provided with the hole communicating with each of the bleed air bypass pipes.

[0019] Compared to the prior art, the beneficial effects achieved by at least one of the above-mentioned technical solutions employed in the embodiments of this specification include at least the following: The mode switching device for an aviation power system of the present invention, by providing a bleed air bypass duct 2, a rotary valve 5, and a drive structure on a splitter casing 1, enables the engine of the novel power system to switch between conventional power mode and hybrid-electric propulsion mode. Furthermore, through the design of various components, advantages such as minimal airflow loss during mode switching, minimal impact on main engine performance, stable operation with minimal risk of jamming, and minimal high-pressure airflow leakage can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0021] Figure 1 This is a schematic diagram of the external structure of a mode conversion device for an aviation power system;

[0022] Figure 2 A schematic cross-sectional view of a mode conversion device for an aviation power system;

[0023] Figure 3 A perspective view of a mode conversion device for an aviation power system;

[0024] Figure 4 for Figure 2 Enlarged view of point A in the middle;

[0025] Figure 5 for Figure 2 Enlarged view of point B in the middle;

[0026] Figure 6 for Figure 2 Enlarged view of point C in the middle;

[0027] Figure 7 is a schematic diagram of a rotary valve;

[0028] Figure 8 The airflow direction after the main channel and the bypass channel are connected;

[0029] Figure 9 It is the air flow direction after the main channel and the bypass channel are disconnected;

[0030] Among them, 1. Diverter casing; 2. Bleed air bypass duct; 21. Front arc section; 22. Rear expansion section; 3. Gear structure; 4. Drive motor; 5. Rotary valve; 51. Hole; 52. Gear ring; 9. Front sealing ring; 10. Front radial roller; 11. Double-layer sealing structure; 111. Inner sealing structure; 112. Outer sealing structure; 12. Axial roller; 14. Rear radial roller; 15. Rear sealing ring. DETAILED DESCRIPTION

[0031] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0032] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the features of the following embodiments and embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of this application.

[0033] The embodiment of the present invention discloses a mode conversion device for an aviation power system, see Figure 1 and Figure 2 As shown, the structure of the mode conversion device is similar to a branching structure, including a diversion casing 1, an air bypass pipe 2, a rotary valve 5 and a driving structure.

[0034] Among them, the diverter casing 1 forms a main flow channel, the bleed air bypass pipe 2 is arranged on the diverter casing 1, and the bleed air bypass pipe 2 forms a bypass flow channel; the rotary valve 5 is coaxial with the diverter casing 1 and is rotatably arranged in the diverter casing 1, and a hole 51 connected to the bleed air bypass pipe 2 is opened on the rotary valve 5; the driving structure is located outside the diverter casing 1 and is connected to the rotary valve 5, and is used to drive the rotary valve 5 to rotate to control the connection or closing of the main flow channel and the bypass flow channel.

[0035] Furthermore, there are multiple bleed air bypass pipes 2, and the rotary valve 5 is provided with the hole 51 communicating with each bleed air bypass pipe 2, for example, see Figure 1 and Figure 3 As shown, two symmetrical bleed air bypass pipes 2 can be set outside the diverter casing 1.

[0036] When the mode conversion device of the present invention works in the conventional power mode, Figure 9 As shown in the figure, the high-pressure and high-heat airflow after the core engine's high-pressure turbine is expanded through the main nozzle of the engine's main flow channel and discharged into the atmosphere at a higher speed and temperature to generate thrust; when working in high-power power generation mode, such as Figure 8 As shown, the rotary valve 5 is rotated by the driving structure to control the communication between the main flow channel and the bypass flow channel, so that part of the high-temperature gas after the main engine high-pressure turbine enters the bypass flow channel to drive the power turbine to generate electricity, thereby driving the distributed electric drive ducted fan / propeller to generate thrust, and the remaining gas is discharged from the main nozzle of the main flow channel to generate thrust, thereby realizing the conversion of the new power system engine between conventional power mode and hybrid electric propulsion mode.

[0037] Further, see Figure 1 、 Figure 3 and Figure 7 As shown, the drive structure includes a gear structure 3 and a drive motor 4. Drive motor 4 is fixed to a support outside the diverter casing 1. The gear structure 3 is connected to the output shaft of the drive motor 4. A window is provided on the diverter casing 1 at a position opposite the gear ring 52 on the rotary valve 5 to facilitate meshing of the gear structure 3 with the gear ring 52 on the outer peripheral wall of the rotary valve 5. During model conversion, the drive motor 4 transmits rotational torque to the gear ring 52 via the gear structure 3, thereby driving the rotary valve 5 to rotate and move the hole 51 to the inlet position of the bleed air bypass duct 2, or to transfer it from the inlet position of the bleed air bypass duct to another position.

[0038] Furthermore, the rotary valve 5 and the inner wall of the diverter casing are both conical cylinder structures that taper along the airflow direction. Designing both as tapered conical cylinder structures can keep the shape of the mainstream flow channel basically unchanged during the mode conversion process, ensuring that the rotary valve has little flow channel airflow loss during the mode conversion process and has little impact on the flow field in the mainstream pipeline, thereby ensuring the stable performance of the main engine during the mode conversion process.

[0039] Further, see Figure 2 、 Figure 4 、 Figure 5 and Figure 6As shown, the outer peripheral wall of the rotary valve 5 is provided with a front radial roller 10, an axial roller 12, and a rear radial roller 14 that contact the inner wall of the diverter casing 1. The front radial roller 10 is located at the main channel inlet, the axial roller 12 is located at the rear edge of the bleed air bypass duct 2, and the rear radial roller 14 is located at the main channel outlet. The provision of the front radial roller 10, axial roller 12, and rear radial roller 14 allows the rotary valve to be limited and its posture maintained. At the same time, because they all utilize rolling contact, the risk of the rotary valve getting stuck during rotation is reduced, thus ensuring stable operation of the rotary valve during mode switching and minimizing the risk of getting stuck. In addition, the roller on the rear side of the bleed air bypass duct inlet is provided as an axial roller 12, which allows it to axially contact the outer diverter casing, facilitating axial positioning of the rotary valve 5 and ensuring rolling friction during rotation, reducing rotational resistance, ensuring normal adjustment function, and meeting usage requirements.

[0040] Furthermore, the mode conversion device further includes a sealing structure for reducing the risk of leakage of the high pressure airflow in the flow channel during the mode conversion process. Figure 4 、 Figure 5 and Figure 6 The sealing structure includes a front sealing ring 9, a rear sealing ring 15 and a double-layer sealing structure 11. The front sealing ring 9 is located at the inlet of the main channel, and the rear sealing ring 15 is located at the outlet of the main channel. The front sealing ring 9 and the rear sealing ring 15 are both fixed to the rotary valve 5 by screws, and the double-layer sealing structure 11 is arranged on the hole 51.

[0041] Further, see Figure 4 and Figure 6 As shown, the front sealing ring 9 and the rear sealing ring 15 are labyrinth-type sealing grate teeth. Since the inner grate teeth are close to the high-pressure gas in the main channel and face a greater pressure difference, the outer grate teeth are subject to a smaller pressure difference. Therefore, the meshing depth of the inner grate teeth close to the axis of the main channel is greater than the meshing depth of the outer grate teeth away from the axis of the main channel.

[0042] Further, see Figure 5 and Figure 7As shown, the interlayer between the rotary valve and the outer casing contains high-temperature and high-pressure gas leaking from the main flow channel through the front / rear sealing rings, while the bleed air bypass duct is at atmospheric pressure in conventional power mode and is high-temperature and high-pressure gas drained from the main flow channel in hybrid power mode. The pressure difference between the interlayer and the bleed air duct is smaller in hybrid power mode and larger in conventional power mode, so the double-layer sealing structure is mainly used to seal the high-pressure gas in the interlayer in conventional power mode. Therefore, the structure of the double-layer sealing structure 11 is designed as an inner sealing structure 111 and an outer sealing structure 112. Among them, the inner surface of the inner sealing structure 111 is aligned with the inlet of the bleed air bypass duct 2 to maintain a smooth transition of the flow channel. The outer sealing structure 112 is inclined toward the rear end of the air flow direction, and the outer sealing structure as a whole is in a shape that is inclined outward toward the interlayer.

[0043] Furthermore, the angle between the inlet end of the bleed air bypass pipe 2 and the air flow direction in the main channel is 30~50°. When the bleed air bypass pipe 2 is opened, the air flow enters the bleed air bypass pipe 2 along the direction of 30~50°, which is conducive to the smooth entry of the air flow.

[0044] Further, see Figure 2 As shown, the bleed air bypass duct 2 includes a front arc section 21 and a rear expansion section 22. The rear expansion section 22 is connected to the power turbine. By designing the front section as an arc section, the transition section of the bypass duct is approximately parallel to the mainstream airflow direction at a small angle. The airflow changes less in direction after entering the bypass flow channel, which can reduce the loss of airflow entering the bypass flow channel.

[0045] The mode switching device for an aviation power system of the present invention utilizes a bleed air bypass duct 2, a rotary valve 5, and a drive structure disposed on a splitter casing 1 to enable the engine of a novel power system to switch between conventional power mode and hybrid-electric propulsion mode. Furthermore, through the design of various components, advantages such as minimal airflow loss during mode switching, minimal impact on main engine performance, stable operation with minimal risk of stalling, and minimal high-pressure airflow leakage are achieved.

[0046] Obviously, those skilled in the art will understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations are possible in the embodiments of the present invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A mode conversion device for an aviation power system, characterized in that: include: A diverter casing (1), wherein the diverter casing (1) forms a main flow channel; An air bleed bypass pipe (2), the air bleed bypass pipe (2) being arranged on the diverter casing (1), the air bleed bypass pipe (2) forming a bypass flow channel; A rotary valve (5), the rotary valve (5) being coaxial with the diverter casing (1) and being rotatably arranged in the diverter casing (1), the rotary valve (5) being provided with a hole (51) communicating with the bleed air bypass duct (2), the rotary valve (5) and the inner wall of the diverter casing both being tapered structures that gradually contract along the airflow direction; A driving structure, the driving structure being located outside the diverter casing (1) and connected to the rotary valve (5), and being used to drive the rotary valve (5) to rotate so as to control the connection or closing of the main flow channel and the bypass flow channel; A sealing structure, the sealing structure comprising a double-layer sealing structure (11), the double-layer sealing structure (11) being arranged on the hole (51), the double-layer sealing structure (11) comprising an inner sealing structure (111) and an outer sealing structure (112), the inner surface of the inner sealing structure (111) being aligned with the inlet of the bleed air bypass duct (2), and the outer sealing structure (112) being inclined toward the rear end in the air flow direction; When operating in conventional power mode, all high-pressure and high-temperature air flows through the main flow channel of the engine; when operating in high-power power generation mode, part of the high-temperature gas enters the bypass flow channel to drive the power turbine to generate electricity, and the remaining high-temperature gas is discharged from the main nozzle of the main flow channel to generate thrust.

2. The mode conversion device of the aviation power system according to claim 1, characterized in that: The driving structure comprises a gear structure (3) and a driving motor (4), wherein the gear structure (3) is connected to the output shaft of the driving motor (4), and the gear structure (3) is meshedly connected with a gear ring (52) on the outer peripheral wall of the rotary valve (5).

3. The mode conversion device of the aviation power system according to claim 1 or 2, characterized in that: A front radial roller (10), an axial roller (12) and a rear radial roller (14) in contact with the inner wall of the diverter casing (1) are provided on the outer peripheral wall of the rotary valve (5), wherein the front radial roller (10) is located at the inlet of the main flow channel, the axial roller (12) is located at the rear edge of the bleed air bypass duct (2), and the rear radial roller (14) is located at the outlet of the main flow channel.

4. The mode conversion device of the aviation power system according to claim 1, characterized in that: The sealing structure further comprises a front sealing ring (9) and a rear sealing ring (15), wherein the front sealing ring (9) is located at the inlet of the main channel, and the rear sealing ring (15) is located at the outlet of the main channel. Both the front sealing ring (9) and the rear sealing ring (15) are fixed to the rotary valve (5) via screws.

5. The mode conversion device of the aviation power system according to claim 4, characterized in that: The front sealing ring (9) and the rear sealing ring (15) are labyrinth-type sealing grate teeth, and the meshing depth of the inner layer of grate teeth close to the axis of the main flow channel is greater than the meshing depth of the outer layer of grate teeth away from the axis of the main flow channel.

6. The mode conversion device of the aviation power system according to claim 1, characterized in that: The angle between the inlet end of the air bleed bypass pipe (2) and the air flow direction in the main channel is 30-50 degrees.

7. The mode conversion device of the aviation power system according to claim 1 or 6, characterized in that: The bleed air bypass pipe (2) comprises a front arc section (21) and a rear expansion section (22), and the rear expansion section (22) is connected to the power turbine.

8. The mode conversion device of the aviation power system according to claim 1, characterized in that: There are a plurality of bleed air bypass pipes (2), and the rotary valve (5) is provided with the hole (51) communicating with each of the bleed air bypass pipes (2).

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