Hybrid aero-engine fan and motor integrated structure and control method

Abstract

The application belongs to the technical field of hybrid aero-engine design, and particularly relates to a hybrid aero-engine fan and motor integrated structure and a control method, wherein the hybrid aero-engine fan and motor integrated structure is designed by comprehensively considering the structural forms of a fan unit body rotor-stator and a motor rotor-stator, the fan unit body rotor-stator and the motor rotor-stator are combined, the motor rotor-stator structure is highly coupled by fully utilizing the internal space of the fan unit body, the motor is built-in the fan, and the axial length of the aero-engine is effectively reduced.

Description

Technical Field

[0001] This application belongs to the field of hybrid-electric aircraft engine design technology, specifically relating to an integrated structure and control method for a hybrid-electric aircraft engine fan and motor. Background Technology

[0002] Currently, most aero engines use fuel as their power source, and emission requirements for turbofan aero engines are becoming increasingly stringent, leading to further development of advanced combustion technology and distributed electric propulsion.

[0003] Hybrid electric powertrains are widely used in the automotive industry, typically employing parallel or series configurations. In the field of aero-engines, hybrid electric powertrains are similar, encompassing both series and parallel configurations. Regardless of the configuration, the aero-engine and electric motor are generally connected via an extended low-pressure shaft, transferring turbine energy to the motor for power generation, or using the motor to power the low-pressure shaft. Based on the direction of the low-pressure shaft extension, aero-engines can be categorized into those with a rear output shaft connected to the motor and those with a front output shaft connected to the motor. Figure 1 As shown, this technical solution significantly increases the axial length of the aircraft engine, making it inconvenient for assembly and transportation. It also increases the length required for installation on the aircraft, making the design and operation of the installation on the aircraft more difficult, and leading to an increase in the weight of the aircraft.

[0004] This application is made in view of the aforementioned technical deficiencies. Summary of the Invention

[0005] The purpose of this application is to provide an integrated structure and control method for a hybrid-powered aircraft engine fan and motor, in order to overcome or mitigate at least one of the known technical defects.

[0006] The technical solution of this application is:

[0007] On the one hand, a hybrid power aircraft engine fan and motor integrated structure is provided, including a fan casing, a low-pressure shaft, a fan rotor, a fan stator, a built-in generator, and a clamping nut;

[0008] The low-pressure shaft is housed inside the fan casing and has a retaining boss at the front end;

[0009] The fan rotor and fan stator have multiple stages, which are spaced axially from front to back between the fan casing and the low-pressure shaft.

[0010] Each fan rotor includes rotor blades and rotor discs, wherein the rotor blades are connected to the outer edge of the rotor discs, and the rotor discs are sleeved on the low-pressure shaft;

[0011] Each stage of the fan stator includes a stator inner ring and stator blades. The stator inner ring is fitted around the outer circumference of the low-pressure shaft, and the stator blades are connected between the stator inner ring and the fan casing.

[0012] The built-in generator has multiple stages, which are set between the inner ring of the stator and the low-voltage shaft at each stage. It includes a motor rotor and a motor stator. The motor rotor is sleeved on the low-voltage shaft, and the motor stator is sleeved on the outer circumference of the motor rotor and connected to the inner side of the stator inner ring.

[0013] The clamping nut is threaded onto the low-pressure shaft and mates with the stop boss to clamp the rotor discs and motor rotor at each stage. The rotor discs at each stage and the motor rotor mesh with each other through end teeth.

[0014] According to at least one embodiment of this application, in the above-described hybrid-electric aircraft engine fan and motor integrated structure, there is an interference fit between the rotor discs of each stage and the low-pressure shaft.

[0015] Interference fit between the rotor of each motor and the low-voltage shaft.

[0016] According to at least one embodiment of this application, in the above-described hybrid-electric aircraft engine fan and motor integrated structure, the stators of each motor are connected to the inner side of the stator inner ring by brackets and bolts.

[0017] According to at least one embodiment of this application, in the above-described hybrid-powered aircraft engine fan and motor integrated structure, the lead wire of the built-in generator is led out to the outside of the fan casing using the internal structure of the fan stator, and connected to the controller and the aircraft and its aircraft engine electrical equipment. The controller can control the generator to be in electric mode or start-up mode, and can supply power to the generator when the generator is in electric mode.

[0018] According to at least one embodiment of this application, in the above-described hybrid-electric aircraft engine fan and motor integrated structure, the first-stage rotor disc and the stop boss are engaged by end teeth, and a washer ring is provided between the rotors of the last-stage motor, with the rotor of the last-stage motor and the washer ring being engaged by end teeth.

[0019] According to at least one embodiment of this application, in the above-described hybrid-electric aircraft engine fan and motor integrated structure, the front end of the fan casing is connected to the intake casing structure, the rear end is connected to the intermediate casing structure, and bearings are provided between the intake casing structure and the low-pressure shaft, and between the intermediate casing structure and the low-pressure shaft.

[0020] According to at least one embodiment of this application, in the above-described hybrid-electric aircraft engine fan and motor integrated structure, bearings are provided between the intake casing structure and the stop boss, between the intermediate casing structure and the clamping nut.

[0021] On the other hand, a method for controlling a hybrid-electric aircraft engine fan and motor integrated structure is provided, for controlling the aforementioned hybrid-electric aircraft engine fan and motor integrated structure, including:

[0022] When starting an aero-engine, each stage of the starter generator is set to electric mode, which drives the fan rotors and their low-pressure shafts to rotate, doing work on the fan rotors and their low-pressure shafts to assist the aero-engine in starting and improve the starting efficiency and success rate of the aero-engine.

[0023] When the aircraft engine is operating normally, the generators at each stage are set to power generation mode, so that the generators at each stage generate electricity under the drive of the low-pressure shaft and the rotors of each stage of the fan, and supply the electrical equipment on the aircraft and its aircraft engine.

[0024] When aero engines are required to provide high thrust, each stage of the generator is set to electric mode, driving the fan rotors and their low-pressure shafts to rotate, thus increasing the thrust of the aero engine.

[0025] This application has at least the following beneficial technical effects:

[0026] This invention provides an integrated structure and control method for a hybrid-powered aircraft engine fan and motor. Taking into account the structural forms of the fan unit rotor and the motor rotor, the fan unit rotor and the motor rotor are combined. The internal space of the fan unit is fully utilized to achieve a high degree of coupling of the motor rotor structure, and the motor is built into the fan, effectively reducing the axial length of the aircraft engine. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the extended connection between the existing aero-engine and the motor unit via a low-pressure shaft.

[0028] Figure 2 This is a schematic diagram of the aero-engine fan rotor and fan stator provided in the embodiments of this application;

[0029] Figure 3 This is a schematic diagram of the integrated structure of the hybrid power aircraft engine fan and motor provided in the embodiments of this application;

[0030] Figure 4 This is a schematic diagram of the rotor disk provided in an embodiment of this application;

[0031] Figure 5 This is a schematic diagram of a fan stator and a built-in generator provided in an embodiment of this application;

[0032] Figure 6 This is a partial schematic diagram of the integrated structure of the fan and motor of the hybrid aircraft engine provided in the embodiments of this application;

[0033] in:

[0034] 1-Fan casing; 2-Low-pressure shaft; 3-Fan rotor; 4-Fan stator; 5-Built-in generator; 6-Pressure nut; 7-Washer ring; 8-Intake casing structure; 9-Intermediate casing structure;

[0035] 21-Retaining boss;

[0036] 31-Rotor blade; 32-Rotor disc;

[0037] 41-Stator inner ring; 42-Stator blades;

[0038] 51-Motor rotor; 52-Motor stator.

[0039] To better illustrate this embodiment, some content in the accompanying drawings may be omitted, enlarged, or reduced. They are for illustrative purposes only and should not be construed as limiting the scope of this application. Detailed Implementation

[0040] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, and other related parts can be referred to the general design.

[0041] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The word "comprising" as used in this application description indicates that the concept preceding the word encompasses the concepts listed following the word and their equivalents, without excluding other related concepts.

[0042] Furthermore, the terms indicating location used in the description of this application are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. It should also be noted that, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0043] As a unit component of an aircraft engine, the fan plays a role in compressing airflow and generating thrust. It includes a fan rotor and a fan stator, such as... Figure 2As shown. Currently, in hybrid electric systems, the aircraft engine fan does not directly generate electrical energy or participate in electrical energy conversion, but there is a large amount of unused space between its rotor and stator. Based on this, this application provides a hybrid aircraft engine fan and motor integrated structure, embedding the motor within the fan to reduce the axial length of the aircraft engine, as shown. Figure 3 As shown, it includes a fan housing 1, a low-pressure shaft 2, a fan rotor 3, a fan stator 4, a built-in generator 5, and a clamping nut 6.

[0044] The low-pressure shaft 2 is installed inside the fan housing 1, with a stop boss 21 at the front end and connected to the low-pressure turbine of the aircraft engine at the rear end.

[0045] The fan rotor 3 and fan stator 4 have multiple stages, specifically three stages, which are axially spaced from front to back between the fan casing 1 and the low-pressure shaft 2.

[0046] Each fan rotor 3 includes rotor blades 31 and rotor disks 32, wherein the rotor blades 31 are connected to the outer edge of the rotor disks 32, and the rotor disks 32 are sleeved on the low-pressure shaft 2.

[0047] The rotor discs 32 at each stage are interference-fitted with the low-pressure shaft 2, or they can be connected to the low-pressure shaft 2 via a toothed connection. The connection with the rotor blades 31 can be made in a suitable manner as needed. For example, the first-stage rotor disc 32 and rotor blades 31 can be a one-piece molded structure, while the subsequent-stage rotor discs 32 and rotor blades 31 can be connected using a tenon and mortise fit. Other suitable connection methods are also available. Figure 4 As shown.

[0048] Each stage of the fan stator 4 includes a stator inner ring 41 and stator blades 42. The stator inner ring 41 is sleeved on the outer periphery of the low-pressure shaft 2, and the stator blades 42 are connected between the stator inner ring 41 and the fan casing 1.

[0049] Each stator blade 42 can be secured in an annular slot on the inside of the fan casing 1 via the upper edge plate, or in an annular slot on the outside of the inner ring 41 of the stator via the lower edge plate, or can be connected in other applicable ways.

[0050] The built-in generator 5 has multiple stages, arranged between the inner ring 41 of each stator and the low-voltage shaft 2. It includes a motor rotor 51 and a motor stator 52. The motor rotor 51 is sleeved on the low-voltage shaft 2, and the motor stator 52 is sleeved on the outer circumference of the motor rotor 51 and connected to the inner side of the inner ring 41 of the stator. Figure 5 As shown.

[0051] Each stage of the generator 5 adopts a permanent magnet synchronous motor. The motor rotor 51 is either surface-mounted or embedded. The embedding method includes horizontal and vertical, and it is interference-fitted with the low-voltage shaft 2. It can also be connected to the low-voltage shaft 2 through a sleeve tooth connection. The winding method of the motor stator 52 is adjusted according to the actual structure. It is connected to the inner side of the stator inner ring 41 by means of brackets, bolts, and slots.

[0052] The width limits of each stage of motor rotor 51 and motor stator 52 include the distance between the two stages of fan rotor 3 and the strength constraints of the motor rotor 51 itself. The minimum value between the two is taken to ensure the safety of the unit.

[0053] The lead wires of the built-in generator 5 can be led out to the outside of the fan housing 1 through the internal structure of the fan stator 4, and connected to the controller and the electrical equipment of the aircraft and its aero-engine. The controller can control the generator 5 to be in electric mode or start-up mode, and can supply power to the generator 5 when the generator 5 is in electric mode.

[0054] The clamping nut 6 is threaded onto the low-pressure shaft 2 and mates with the stop boss 21 to clamp the rotor discs 32 of each stage and the motor rotor 51. The rotor discs 32 of each stage engage with the motor rotor 51 via end teeth. The first-stage rotor disc 32 also engages with the stop boss 21 via end teeth. A washer ring 7 is placed between the last-stage motor rotors 51, and the last-stage motor rotor 51 engages with the washer ring 7 via end teeth. Figure 6 As shown, the upper teeth of the rotor discs 32 and motor rotor 51 at each stage are circular arc teeth.

[0055] The front end of the fan casing 1 is connected to the intake casing structure 8, and the rear end is connected to the intermediate casing structure 9. Bearings are installed between the intake casing structure 8 and the low-pressure shaft 2, and between the intermediate casing structure 9 and the low-pressure shaft 2. Specifically, bearings can be installed between the intake casing structure 8 and the stop boss 21, between the intermediate casing structure 9 and the clamping nut 6 to provide support for the low-pressure shaft 2.

[0056] The hybrid-powered aero-engine fan and motor integrated structure disclosed in the above embodiments comprehensively considers the structural forms of the fan unit rotor and the motor rotor, and combines the fan unit rotor and the motor rotor. It makes full use of the internal space of the fan unit to highly couple the motor rotor structure, and builds the motor into the fan, effectively reducing the axial length of the aero-engine.

[0057] The hybrid-powered aircraft engine fan and motor integrated structure disclosed in the above embodiments integrates the motor unit through end-tooth connection and a central tie rod low-pressure shaft. This achieves multi-functional integration of the fan unit for compressing air and generating electricity, breaking through the limitation of traditional fans that only extract power from the low-pressure shaft and the motor cannot directly perform work on the fan. In operating conditions where increased fan power is required, the motor can be energized, causing the motor and low-pressure shaft to work together to drive the fan, thereby further increasing the thrust of the aircraft engine. In operating conditions where power generation is required, the motor extracts power from the fan to generate electricity, thereby increasing the adaptability and efficiency of the fan. The following method can be used for operation:

[0058] When starting an aero-engine, the generators 5 at each stage are set to electric mode, which drives the fan rotors 3 and their low-pressure shafts 2 at each stage to rotate, thus providing assistance for starting the aero-engine and improving the starting efficiency and success rate of the aero-engine.

[0059] When the aircraft engine is operating normally, the generators 5 at each stage are set to power generation mode, so that the generators 5 at each stage generate electricity under the drive of the low-pressure shaft 2 and the fan rotors 3 at each stage, and supply the electrical equipment on the aircraft and its aircraft engine, corresponding to the situation of low-speed cruise of the aircraft.

[0060] When the aircraft engine needs to provide high thrust, the generators 5 of each stage are set to electric mode, which drives the fan rotors 3 of each stage and their low-pressure shafts 2 to rotate, thereby doing work on the fan rotors 3 of each stage and their low-pressure shafts 2, thereby increasing the thrust of the aircraft engine, corresponding to the situations of aircraft takeoff, high-speed cruise and maneuvering.

[0061] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles 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 scope of protection of this application.

Claims

1. A hybrid-powered aircraft engine fan and motor integrated structure, characterized in that, Includes fan casing (1), low-pressure shaft (2), fan rotor (3), fan stator (4), built-in generator (5), and clamping nut (6); The low-pressure shaft (2) is installed inside the fan housing (1) and has a stop boss (21) at the front end; The fan rotor (3) and fan stator (4) have multiple stages and are axially spaced from front to back between the fan casing (1) and the low-pressure shaft (2); Each fan rotor (3) includes rotor blades (31) and rotor discs (32), wherein the rotor blades (31) are connected to the outer edge of the rotor discs (32), and the rotor discs (32) are sleeved on the low-pressure shaft (2); Each level of fan stator (4) includes a stator inner ring (41) and stator blades (42). The stator inner ring (41) is sleeved on the outer circumference of the low-pressure shaft (2), and the stator blades (42) are connected between the stator inner ring (41) and the fan casing (1). The built-in generator (5) has multiple stages, which are set between the inner ring (41) of each stage stator and the low-voltage shaft (2), including the motor rotor (51) and the motor stator (52). The motor rotor (51) is sleeved on the low-voltage shaft (2), and the motor stator (52) is sleeved on the outer circumference of the motor rotor (51) and connected to the inner side of the stator inner ring (41). The clamping nut (6) is threaded onto the low-pressure shaft (2) and cooperates with the stop boss (21) to clamp the rotor discs (32) and motor rotor (51) at each stage. The rotor discs (32) and motor rotor (51) at each stage are engaged by end teeth.

2. The hybrid-electric aircraft engine fan and motor integrated structure according to claim 1, characterized in that, The rotor discs (32) at each stage are interference-fitted with the low-pressure shaft (2); The rotors (51) of each motor are interference-fitted with the low-voltage shaft (2).

3. The hybrid-electric aircraft engine fan and motor integrated structure according to claim 2, characterized in that, The stators (52) of each motor are connected to the inner side of the inner ring (41) of the stator using brackets and bolts.

4. The hybrid-powered aircraft engine fan and motor integrated structure according to claim 3, characterized in that, Using the internal structure of the fan stator (4), the lead wire of the built-in generator (5) is led out to the outside of the fan casing (1) and connected to the controller and the electrical equipment of the aircraft and its aero-engine. The controller can control the generator (5) to be in electric mode or starting mode, and can supply power to the generator (5) when the generator (5) is in electric mode.

5. The hybrid-electric aircraft engine fan and motor integrated structure according to claim 4, characterized in that, The first-stage rotor disc (32) and the stop boss (21) are engaged by end teeth, and a washer ring (7) is provided between the last-stage motor rotors (51), and the last-stage motor rotor (51) and the washer ring (7) are engaged by end teeth.

6. The hybrid-electric aircraft engine fan and motor integrated structure according to claim 5, characterized in that, The front end of the fan casing (1) is connected to the intake casing structure (8) and the rear end is connected to the intermediate casing structure (9). Bearings are provided between the intake casing structure (8) and the low-pressure shaft (2), and between the intermediate casing structure (9) and the low-pressure shaft (2).

7. The hybrid-electric aircraft engine fan and motor integrated structure according to claim 6, characterized in that, Bearings are provided between the intake casing structure (8) and the stop boss (21), between the intermediate casing structure (9) and the clamping nut (6).

8. A method for controlling a hybrid-electric aircraft engine fan and motor integrated structure, used to control the hybrid-electric aircraft engine fan and motor integrated structure as described in claim 1, characterized in that, include: When starting the aero engine, the generators (5) of each stage are set to electric mode, which drives the fan rotors (3) and their low-pressure shafts (2) of each stage to rotate, and does work on the fan rotors (3) and their low-pressure shafts (2) of each stage, providing assistance for the starting of the aero engine and improving the starting efficiency and success rate of the aero engine. When the aircraft engine is working normally, the generators (5) at each stage are set to power generation mode, so that the generators (5) at each stage generate electricity under the drive of the low-pressure shaft (2) and the fan rotors (3) at each stage, and supply the electrical equipment on the aircraft and its aircraft engine. When the aircraft engine needs to provide high thrust, the generators (5) of each stage are set to electric mode, which drives the fan rotors (3) and their low-pressure shafts (2) of each stage to rotate, and does work on the fan rotors (3) and their low-pressure shafts (2) of each stage to increase the thrust of the aircraft engine.

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