Axial force adjusting device for rotor of eddy-current hybrid engine

Abstract

The invention discloses an axial force adjusting device for a turboelectric hybrid engine rotor. One end of an air entraining pipe is connected with a combustion chamber, a turbine is located in a turbine case, a sealing ring is fixed to the turbine, an unloading cavity is formed between an inner cover and the sealing ring, the other end of the air entraining pipe is matched with the unloading cavity, and the inner cover is fixed to an inner exhaust pipe; the inner exhaust pipe is fixed to the outer exhaust pipe through a supporting plate, the outer exhaust pipe is matched with a turbine case, high-pressure gas which is input into a combustion chamber by a gas compressor and does not participate in combustion is provided for the input ends of the first gas guide pipe and the nozzle, the second gas guide pipe is connected with the input end of the reversing valve, and one end of the oil discharge manifold is connected with the output end of the reversing valve. The other end of the oil discharge manifold is matched with the outer exhaust pipe, one end of the unloading manifold is connected with the output end of the reversing valve, and the other end of the unloading manifold is matched with the unloading cavity. According to the invention, the eddy current hybrid engine without the gear reducer can resist the axial force of the turbine shaft, and meanwhile, the carbon deposition of the starting nozzle mounted on the combustion chamber can be avoided.

Description

Technical Field

[0001] The present invention relates to the field of engines, and in particular to a device for regulating the axial force of a rotor in a turbo-electric hybrid engine. Background Art

[0002] A turboshaft engine is a gas turbine that converts the internal energy of combustion gas into useful work. It is a type of aircraft engine. Compared to currently immature fuel cells and batteries, which have a far lower energy density than aviation fuel, turboshaft engines offer significant advantages and potential in terms of range and lightweighting. Furthermore, advances in motor and electronic control technology have reduced powertrain noise and increased precision in propeller control, effectively improving flight quality. Consequently, turbo-electric hybrid systems, combining traditional gas turbines with emerging electric propulsion systems, have emerged and will be a key technology for future low-altitude propulsion.

[0003] The turbo-electric hybrid engine consists of a power generation system, a propulsion system, an energy storage system, and an integrated energy management system, including:

[0004] The power generation system primarily consists of a turboshaft engine and a generator. The turboshaft engine provides power, driving the AC generator to generate electricity. The generator controller is responsible for controlling and regulating the power generation process, ensuring stable high-voltage DC output.

[0005] The propulsion system consists of an electric motor and its controller. The motor converts electrical energy into mechanical energy, driving a propeller or ducted fan to provide propulsion. The controller adjusts the motor's speed and torque to suit different flight requirements.

[0006] The energy storage system consists of power batteries and a battery management system (BMS). Power batteries store electrical energy, providing additional energy support during takeoff and climb phases. The BMS monitors and manages battery status to ensure safe and efficient use.

[0007] The integrated energy management system coordinates the power distribution among the power generation system, propulsion system and energy storage system, and realizes separate or joint power supply according to the flight status and needs, ensuring efficient and stable operation of the system.

[0008] In a turbo-electric hybrid system, the power turbine shaft of the turboshaft engine no longer drives the propeller through a gear reduction box, but instead drives a high-speed generator to generate electricity, indirectly driving the propeller. Since the gear reduction box is eliminated in the turboshaft engine, the axial force generated by the high-pressure gas pushing the turbine loses the resistance of the gear reduction box and will be completely loaded onto the bearings supporting the turbine shaft, causing overload and damage to the bearings.

[0009] In addition, during the starting phase, the turboshaft engine supplies fuel through a nozzle that provides fuel to the combustion chamber. After the starting is completed, the fuel supply to the nozzle will be cut off. Since there is fuel remaining in the nozzle and the temperature of the combustion chamber is high, the fuel remaining in the nozzle will form carbon deposits in the nozzle due to the high temperature if it is not discharged. After long-term use, the increase in carbon deposits will cause nozzle blockage. Summary of the Invention

[0010] The present invention provides a turbo-electric hybrid engine rotor axial force regulating device. The present invention enables the turbo-electric hybrid engine without a gear reduction box to resist the axial force of the turbine shaft while avoiding carbon deposition on the starting nozzle installed on the combustion chamber.

[0011] The axial force regulating device of the turbo-electric hybrid engine rotor includes a compressor, a combustion chamber, an air bleed pipe, a turbine casing, a turbine, a sealing ring, an inner cover, an inner exhaust pipe, and an exhaust pipe outside the support plate. The compressor is connected to the combustion chamber. A nozzle for supplying fuel to the combustion chamber during the engine starting phase is installed on the combustion chamber. One end of the air bleed pipe is connected to the combustion chamber. The turbine is located in the turbine casing. The sealing ring is fixed to the turbine. The inner cover surrounds the sealing ring and is in clearance with the sealing ring to form an unloading cavity between the inner cover and the sealing ring. The other end of the air bleed pipe is in compliance with the unloading cavity. The inner cover is fixed to the inner exhaust pipe. The inner exhaust The tube is fixed to the external exhaust pipe through a support plate, and the external exhaust pipe cooperates with the turbine casing. It also includes a second air bleed pipe, a reversing valve, an oil drain manifold, and an unloading manifold. The high-pressure gas input into the combustion chamber by the compressor and not participating in combustion is provided to the input end of the first air bleed pipe and the nozzle, the output end of the nozzle is connected to the second air bleed pipe, the second air bleed pipe is connected to the input end of the reversing valve, one end of the oil drain manifold is connected to the output end of the reversing valve, the other end of the oil drain manifold cooperates with the tubular component or the external exhaust pipe, one end of the unloading manifold is connected to the output end of the reversing valve, and the other end of the unloading manifold cooperates with the unloading cavity.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] 1. Simple structure and low manufacturing cost. The power turbine shaft directly drives the generator, eliminating the numerous bearings and gears found in existing technologies. The axial forces borne by existing gearboxes are borne by the unloading chamber, and the structural complexity and manufacturing cost of the unloading chamber and its accessories are far lower than those of the gearbox.

[0014] 2. Reduce the cost of the turbine shaft front pivot bearing. Existing gear meshing generates significant radial forces, which increases the requirements for bearings. Without the load of gear meshing, bearing size can be reduced, performance requirements can be lowered, and production costs can be further reduced.

[0015] 3. Reduced load on the turbine shaft. The existing gearbox is located at the front end of the power turbine shaft, and another bearing that bears axial force is located at the rear end of the shaft. The gearbox shares the axial force by relying on the reverse axial force generated when the helical teeth mesh. From a holistic perspective, a pulling force is generated at the front end, which is transmitted backward across the slender power turbine shaft. After the helical gears are eliminated, the reverse axial force is applied at the back of the turbine disc, becoming a thrust. This is equivalent to reducing the load on the turbine shaft, allowing the turbine shaft to output torque without bearing additional axial force.

[0016] 4. The pressure in the unloading chamber is controlled using a combination of active and passive control methods. The reversing valve and pressure regulating valve are decoupled, creating a redundant safety structure. After the nozzle has completely emptied the remaining fuel, if a malfunction in the reversing valve or electronic system prevents airflow from entering the unloading chamber, the primary air bleed pipe directs gas from the combustion chamber into the unloading chamber to counteract the axial force of the turbine shaft, thereby protecting the bearings from damage. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the rotor axial force adjustment device of a turbo-electric hybrid engine.

[0018] Figure 2 This is a partial schematic diagram of the turbo-electric hybrid engine rotor axial force adjustment device.

[0019] Figure 3 This is the coordination diagram of the pressure regulating valve and the unloading chamber.

[0020] Figure 4 for Figure 3 Enlarged view of the P part in the figure.

[0021] Symbols in the accompanying drawings:

[0022] Compressor 1, combustion chamber 2, nozzle 2a, first air bleed pipe 3, turbine casing 4, turbine 5, sealing ring 6, inner cover 7, inner exhaust pipe 8, tubular component 9, outer exhaust pipe 10, unloading chamber 11, second air bleed pipe 12, reversing valve 13, oil drain manifold 14, unloading manifold 15, screw 16, pressure regulating valve A, cylinder body 17, piston 18, connecting rod 19, first spring 20, supporting component 21, cylinder 21a, end cover 21b, dial wheel 22, wheel disc 22a, support shaft 22b, first active pressure rod 22c, second active pressure rod 22d, accommodating chamber 23, exhaust hole 24, first guide component 25, first pressure regulating component 26, first passive pressure rod 27, second spring 28, second guide component 29, second pressure regulating component 30, second passive pressure rod 31, third spring 32. DETAILED DESCRIPTION

[0023] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like, which indicate orientations or positional relationships, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0026] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated 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; it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined.

[0027] The turbo-electric hybrid engine rotor axial force regulating device of the present invention is applicable to aircraft engines, ground combustion engines, and marine power combustion engines. The aircraft engine is used as an example for explanation below.

[0028] like Figures 1 to 4 As shown, the turbo-electric hybrid engine rotor axial force adjustment device of the present invention includes a compressor 1, a combustion chamber 2, a first air bleed pipe 3, a turbine casing 4, a turbine 5, a sealing ring 6, an inner cover 7, an inner exhaust pipe 8, a tubular component 9, an outer exhaust pipe 10, a second air bleed pipe 12, a reversing valve 13, an oil drain manifold 14, and an unloading manifold 15. The compressor 1 is used to generate compressed air. The compressor 1 is connected to the combustion chamber 2. The combustion chamber 2 is equipped with a nozzle 2a for supplying fuel to the combustion chamber 2 during the engine starting stage. The compressed air generated by the compressor 1 is supplied to the combustion chamber 2, and after being fully mixed with the fuel, it is burned in the combustion chamber 2. After combustion, high-temperature and high-pressure gas is generated.

[0029] One end of the first bleed air duct 3 is connected to the combustion chamber 2. The turbine 5 is located within the turbine casing 4. A sealing ring 6 is fixed to the turbine 5 and fastened to the turbine 5 by screws 16. The inner cover 7 surrounds the sealing ring 6 and is loosely fitted with the sealing ring 6. A relief chamber 11 is formed between the inner cover 7 and the sealing ring 6. The sealing ring 6 is preferably a grate-shaped sealing ring, allowing high-pressure air to leak through the gap between the grate-shaped sealing ring 6 and the inner cover 7. The other end of the first bleed air duct 3 is fitted with the relief chamber 11. High-pressure gas, which is input from the compressor 1 into the combustion chamber 2 and does not participate in combustion, is provided to the input end of the first bleed air duct 3. The gas is then introduced into the relief chamber 11 through the first bleed air duct 3. The pressure within the relief chamber 11 needs to be stable. The balance between the amount of high-pressure gas leaking out of the relief chamber 11 and the amount of air entering the relief chamber 11 is controlled. The pressure of the high-pressure gas entering the relief chamber 11 acts on the turbine 5, which is used to resist the impact force generated by the combustion chamber 2 on the turbine 5, thereby keeping the axial force on the bearing supporting the turbine shaft within the designed range.

[0030] The inner cover 7 is located inside the inner exhaust pipe 8, the inner cover 7 is fixed to the inner exhaust pipe 8, the inner exhaust pipe 8 and the tubular component 9 are located inside the outer exhaust pipe 10, the inner exhaust pipe 8 is fixed to the outer exhaust pipe 10 through the tubular component 9, the outer exhaust pipe 10 cooperates with the turbine casing 4 to provide the high-pressure gas that is input by the compressor 1 into the combustion chamber 2 and does not participate in combustion to the input end of the nozzle 2a, the output end of the nozzle 2a is connected to the second air bleed pipe 12, and the second air bleed pipe 12 is connected to the input end of the reversing valve 13. Since the outer exhaust pipe 10 discharges high-temperature gas, and the reversing valve 13 is large in size and is not suitable for a high-temperature environment, the reversing valve 13 is arranged outside the outer exhaust pipe 10 in the present invention. One end of the oil drain manifold 14 is connected to the output end of the reversing valve 13, and the other end of the oil drain manifold 14 engages with the tubular component 9 or the external exhaust pipe 10. The other end of the oil drain manifold 14 is preferably arranged inside the external exhaust pipe 10. One end of the unloading manifold 15 is connected to the output end of the reversing valve 13, and the other end of the unloading manifold 15 engages with the unloading chamber 11. The reversing valve 13 is preferably an electronic reversing valve, which is connected to an electronic control unit (not shown in the figure). The electronic control unit automatically controls the reversing of the reversing valve 13, and the reversing time is set according to corresponding experiments.

[0031] In the present invention, since the nozzle 2a stops operating after the engine ignition is complete, the remaining fuel is susceptible to carbon deposits due to the high temperature in the combustion chamber 2. Compressed air is used to flush the nozzle 2a, carrying the remaining fuel in the nozzle 2a into the second air bleed pipe 12. Therefore, during the initial startup phase, since there is a large amount of remaining fuel in the nozzle 2a, if the oil-air mixture formed by flushing the nozzle 2a is directly directed into the unloading chamber 11, carbon deposits may form on the grates of the sealing ring 6. It may also cause the fuel to be ignited by the high temperature environment in the unloading chamber 11, causing the pressure in the unloading chamber 11 to increase instantaneously. Therefore, in the present invention, after the engine is started, the reversing valve 13 is controlled to connect the second air bleed pipe 12 to the oil discharge manifold 14, while the second air bleed pipe 12 is blocked (non-connected) from the unloading manifold 15. This allows the oil-air mixture after flushing the nozzle 2a to enter the tubular member 9 or the external exhaust pipe 10, and the fuel flushed from the nozzle 2a is discharged through the exhaust duct within the engine.

[0032] If the nozzle 2a is closed after flushing for a period of time, the very small amount of fuel that may still exist in the nozzle 2a will still form carbon deposits. Repeated accumulation will affect the performance of the nozzle 2a. Therefore, the nozzle 2a needs to be continuously flushed with compressed air after the start-up is completed. Since the compressor 1 is driven to rotate by the turbine shaft, if the second air duct 12 and the oil drain manifold 14 are always connected, it is equivalent to the engine being in a state of leakage. The engine needs to consume more fuel to maintain normal power output. Therefore, after the fuel in the nozzle 2a is drained by compressed air (the time for draining can be determined by experiments under different operating conditions), the electronic control unit controls the reversing valve 13 to reverse, so that the second air duct 12 and the oil drain manifold 14 are in a cut-off state, and the second air duct 12 and the unloading manifold 15 are in a connected state, and the compressed air used to flush the nozzle 2a is introduced into the unloading chamber 11 to prevent carbon deposits while controlling the amount of leakage.

[0033] In the present invention, as long as the leakage of high-pressure gas from the sealing ring 6 and the inner cover 7 remains constant, the high-pressure gas from the combustion chamber 2 remains constant regardless of how the number of gas pipelines leading to the unloading chamber 11 changes. Therefore, the introduction of multiple air bleed pipes will not increase the leakage, nor will it increase the fuel consumption rate. In the present invention, two air bleed pipes are provided, namely the first air bleed pipe 3 and the second air bleed pipe 12, which also serve as a safety function. If the reversing valve 13 fails and the air circuit cannot be switched to the unloading manifold 15, the first air bleed pipe 3 can still supply air to the unloading chamber 11, thereby resisting the axial force exerted on the turbine shaft. In addition, whether starting on the ground or emergency starting due to a fault and flameout in the air, the first air bleed pipe 3 can supply air throughout the entire process to ensure the normal operation of the unloading chamber 11.

[0034] If the air pressure in the unloading chamber 11 is too high, the bearing supporting the turbine shaft will be underloaded, which will in turn cause problems such as poor rolling and increased wear of the bearing. If the air pressure is too low, it will not be able to share the axial force. In addition, the temperature inside the unloading chamber 11 reaches above 500°C, and the space inside the inner exhaust pipe 8 is relatively small. If a conventional valve is installed to regulate the pressure in the unloading chamber 11, the conventional valve will not only be unable to withstand high temperatures, but also cannot be installed in the limited space. Therefore, the present invention also provides a new structure of a pressure regulating valve A for controlling the pressure in the unloading chamber 11. The inner cover 7 is provided with an assembly hole, and the pressure regulating valve A cooperates with the assembly hole on the inner cover 7. The pressure regulating valve A cooperates with the first air duct 3 and the unloading manifold 15 respectively. When the pressure in the unloading chamber 11 is too high, the pressure regulating valve A is used to reduce the air supply from the first air duct 3 and / or the unloading manifold 15 to the unloading chamber 11.

[0035] The pressure regulating valve A includes a cylinder body 17, a piston 18, a connecting rod 19, a first spring 20, a first pressure regulating assembly, a second pressure regulating assembly, a support member 21, and a dial 22. The cylinder body 17 is fixed to the inner cover 7 and communicates with the unloading chamber 11. The piston 18 is located within the cylinder body 17 and cooperates with the cylinder body 17. In this embodiment, the cylinder body 17 is composed of an outer sleeve and an inner sleeve. The inner sleeve is located within the outer sleeve and is fixed to the outer sleeve. The outer sleeve is made of steel. Because the gas temperature in the unloading chamber 11 is above 500°C, the inner sleeve is made of graphite. Graphite not only can withstand high temperatures, but also has good wear resistance and lubrication properties. Therefore, the piston 18 cooperates with the inner sleeve of the cylinder body 17. When there is a pressure difference between the two ends of the piston 18, the pressure allows the piston 18 to move smoothly within the cylinder body 17.

[0036] One end of the connecting rod 19 is connected to the piston 18, and one end of the connecting rod 19 is preferentially hinged to the piston 18. The first spring 20 is sleeved on the connecting rod 19, and one end of the first spring 20 cooperates with the piston 18, and the other end of the first spring 20 cooperates with the cylinder 17. In this embodiment, when there is a pressure difference between the two ends of the piston 18, the piston 18 will move along the axial direction of the cylinder 17. For example, when the pressure in the unloading chamber 11 is greater than the elastic force of the first spring 20, the piston 18 is pushed to compress the first spring 20 under the action of the gas pressure, so that the piston 18 and the connecting rod 19 move to the right along the axial direction of the cylinder 17 (from Figure 4 When the pressure in the unloading chamber 11 is less than the elastic force of the first spring 20, the piston 18 is pushed to the left along the axial direction of the cylinder 17 (from Figure 4 (see) mobile.

[0037] The support component 21 is fixed to the inner cover 7 and includes a cylinder 21a and an end cap 21b. One end of the cylinder 21a is fixed to the inner cover 7, and the other end of the cylinder 21a is fixed to the end cap 21b. The end cap 21b is used to prevent debris outside the cylinder 21a from entering the pressure regulating valve A to prevent the piston 18 and other parts from getting stuck. The piston 18 is pushed to squeeze the gas in the unloading chamber 11, thereby increasing the pressure in the unloading chamber 11. The first pressure regulating assembly, the second pressure regulating assembly, the thumbwheel 22, and at least a portion of the cylinder 17 are all located within the cylinder 21a, and the thumbwheel 22 is pivotally connected to the cylinder 21a. The first air duct 3 and the unloading manifold 15 pass through the end cap 21b and then through the inner cover 7 before extending into the unloading chamber 11. Therefore, a portion of the first air duct 3 and the unloading manifold 15 are located within the cylinder 21a.

[0038] Although the inner sleeve in the cylinder body 17 and the piston 18 cooperate to achieve a sealing effect, the seal between the inner sleeve and the piston 18 cannot be absolutely sealed under high temperature and high pressure environment, so it is inevitable that a small amount of gas will leak from between the inner sleeve and the piston 18. Since the support component 21 is composed of a cylinder 21a and an end cover 21b, and the cylinder body 17 and the piston 18 are located in the support component 21, a accommodating cavity 23 for accommodating the leaked gas is formed between the inner cover 7, the cylinder body 17 and the support component 21. An exhaust hole 24 is provided on the support component 21. When the gas in the unloading chamber 11 leaks into the accommodating cavity 23, it is discharged into the inner exhaust pipe 8 through the exhaust hole 24.

[0039] The thumbwheel 22 is pivotally connected to the support component 21, and the other end of the connecting rod 19 is connected to the thumbwheel 22. When the thumbwheel 22 rotates in the first direction, the thumbwheel 22 drives the first pressure regulating assembly to be inserted into the first air duct 3, and drives the second pressure regulating assembly to be inserted into the unloading manifold 15.

[0040] The dial wheel 22 includes a wheel disc 22a, a support shaft 22b, a first active pressure rod 22c for applying pressure to the first pressure regulating component, and a second active pressure rod 22d for applying pressure to the second pressure regulating component. The wheel disc 22a is hinged to the other end of the connecting rod 19, and the wheel disc 22a rotates in conjunction with the support shaft 22b. The support shaft 22b is fixed to the support component 21, and the first active pressure rod 22c and the second active pressure rod 22d are respectively fixed to the circumferential surface of the wheel disc 22a.

[0041] A first assembly hole is provided on the circumferential surface of the first air duct 3, and the first pressure regulating assembly cooperates with the first assembly hole. The first pressure regulating assembly includes a first guide component 25, a first pressure regulating component 26 for being inserted into the first air duct 3, a first passive pressure rod 27 for being driven by the dial 22, and a second spring 28. The first guide component 25 is fixed to the first air duct 3, the first pressure regulating component 26 is slidably matched with the first guide component 25, the first passive pressure rod 27 is fixed to the first pressure regulating component 26, and the second spring 28 is sleeved on the first pressure regulating component 26. One end of the second spring 28 is connected to the first guide component 25, and the other end of the second spring 28 cooperates with the first passive pressure rod 27.

[0042] The first guide member 25 can be a sleeve or a guide rail. In this embodiment, the first guide member 25 is preferably a sleeve. The first pressure-regulating member 26 is a rod-shaped member. A graphite layer is provided on the inner wall of the first guide member 25, or the surface of the first pressure-regulating member 26 is coated with a graphite layer. The self-lubricating effect of the graphite prevents the first pressure-regulating member 26 from getting stuck when moving axially along the first guide member 25. When the first active pressure rod 22c and the first passive pressure rod 27 engage and apply pressure to insert the first pressure-regulating member 26 into the first air duct 3, the first passive pressure rod 27 applies pressure to the second spring 28, compressing the second spring 28 and accumulating elastic potential energy. When the first passive pressure rod 27 loses the pressure of the first active pressure rod 22c, the second spring 28 releases the elastic potential energy, driving the first passive pressure rod 27 to move, thereby causing the first pressure-regulating member 26 to exit the first air duct 3.

[0043] A second assembly hole is provided on the circumferential surface of the unloading manifold 15, and the second pressure regulating assembly cooperates with the second assembly hole. The second pressure regulating assembly includes a second guide component 29, a second pressure regulating component 30 for being inserted into the unloading manifold 15, a second passive pressure rod 31 for being driven by the dial 22, and a third spring 32. The second guide component 29 is fixed to the unloading manifold 15, the second pressure regulating component 30 is slidably matched with the second guide component 29, the second passive pressure rod 31 is fixed to the second pressure regulating component 30, and the third spring 32 is sleeved on the second pressure regulating component 30. One end of the third spring 32 is connected to the second guide component 29, and the other end of the third spring 32 cooperates with the second passive pressure rod 31.

[0044] The second guide member 29 can be a sleeve or a guide rail. In this embodiment, the second guide member 29 is preferably a sleeve. The second pressure-regulating member 30 is a rod-shaped member. A graphite layer is provided on the inner wall of the second guide member 29, or the surface of the second pressure-regulating member 30 is coated with a graphite layer. The self-lubricating effect of the graphite prevents the second pressure-regulating member 30 from getting stuck when the second pressure-regulating member 30 moves axially along the second guide member 29. When the second active pressure rod 22d and the second passive pressure rod 31 are combined and apply pressure to insert the second pressure-regulating member 30 into the unloading manifold 15, the second passive pressure rod 31 applies pressure to the third spring 32, compressing the third spring 32 to accumulate elastic potential energy. When the second passive pressure rod 31 loses the pressure of the second active pressure rod 22d, the third spring 32 releases the elastic potential energy, driving the second passive pressure rod 31 to move, thereby causing the second pressure-regulating member 30 to exit the unloading manifold 15.

[0045] The working process of the present invention is as follows:

[0046] The outlet of the compressor 1 is connected to the combustion chamber 2, and the high-pressure air is introduced into the combustion chamber 2. The high-pressure gas generated by the combustion is introduced into the unloading chamber 11 through the first air duct 3 connected to the combustion chamber 2, and the turbine 5 is driven to the left (the left is from the Figures 2 to 4 The axial force of the turbine shaft is shared by the turbine shaft (the axial force of the turbine shaft is shared by the turbine shaft Figures 2 to 4 The axial force (rightward as seen in the figure) is generated by nozzle 2a on combustion chamber 2. After ignition, nozzle 2a stops functioning. Compressed air generated by compressor 1 passes through nozzle 2a, second air duct 12, reversing valve 13, and oil drain manifold 14, entering external exhaust pipe 10. The compressed air flushes nozzle 2a and carries the remaining fuel in nozzle 2a into exhaust pipe 10, where it is discharged along with the engine exhaust. After the remaining fuel in nozzle 2a is removed, reversing valve 13 is controlled to switch direction, shutting off second air duct 12 and oil drain manifold 14 and connecting second air duct 12 and unloading manifold 15. This allows compressed air to enter unloading chamber 11, where it can work together with the high-pressure gas from combustion chamber 2 to resist the axial force.

[0047] When there is a pressure difference at both ends of the piston 18, for example, when the pressure in the unloading chamber 11 is greater than the elastic force of the first spring 20, the air pressure in the unloading chamber 11 pushes the piston 18 to compress the first spring 20, causing the piston 18 and the connecting rod 19 to move to the right (from the left) along the axial direction of the cylinder 17. Figure 4The connecting rod 19 rotates the wheel disc 22a in a first direction (clockwise). The first active lever 22c engages with the first passive lever 27 and applies pressure to the first passive lever 27, causing the first pressure regulating component 26 to be inserted into the first air duct 3. The first pressure regulating component 26 blocks the airflow in the first air duct 3, thereby reducing the amount of air entering the unloading chamber 11. Simultaneously, the second active lever 22d engages with the second passive lever 31 and applies pressure to the second passive lever 31, causing the second pressure regulating component 30 to be inserted into the unloading manifold 15. The second pressure regulating component 30 blocks the airflow in the unloading manifold 15, thereby reducing the amount of air entering the unloading chamber 11. The pressure on the first passive lever 27 compresses the second spring 28, compressing it to accumulate elastic potential energy. The pressure on the second passive lever 31 compresses the third spring 32, compressing it to accumulate elastic potential energy.

[0048] Based on the above, it can be seen that if the pressure in the unloading chamber 11 is too high, through the regulating effect of the pressure regulating valve A, when the first pressure regulating component 26 is inserted into the first air duct 3 and the second pressure regulating component 30 is inserted into the unloading manifold 15, the air flow input to the unloading chamber 11 is reduced, and the pressure in the unloading chamber 11 will decrease, thereby avoiding excessive leftward pressure in the unloading chamber 11, and further maintaining the axial force on the bearing supporting the turbine shaft within the designed range. Therefore, the self-regulation of the pressure regulating valve A can avoid wear on the bearing.

[0049] When the pressure in the unloading chamber 11 is less than the elastic force of the first spring 20, the piston 18 is pushed to the left along the axial direction of the cylinder 17 (from Figure 4 When the first passive pressure rod 27 loses the pressure of the first active pressure rod 22 c, the second spring 28 releases its elastic potential energy, driving the first passive pressure rod 27 to move axially along the second guide component 29, thereby causing the first pressure regulating component 26 to withdraw from the first air duct 3, thereby relieving the first pressure regulating component 26 from obstructing the airflow in the first air duct 3; when the second passive pressure rod 31 loses the pressure of the second active pressure rod 22 d, the third spring 32 releases its elastic potential energy, driving the second passive pressure rod 31 to move, thereby causing the second pressure regulating component 30 to withdraw from the unloading manifold 15, thereby relieving the second pressure regulating component 30 from obstructing the airflow in the unloading manifold 15.

Claims

1. A turbo-electric hybrid engine rotor axial force regulating device, comprising a compressor (1), a combustion chamber (2), a first air bleed pipe (3), a turbine casing (4), a turbine (5), a sealing ring (6), an inner cover (7), an inner exhaust pipe (8), a tubular component (9), and an outer exhaust pipe (10), wherein the compressor (1) is connected to the combustion chamber (2), a nozzle (2a) for supplying fuel to the combustion chamber (2) during the engine starting phase is installed on the combustion chamber (2), one end of the first air bleed pipe (3) is connected to the combustion chamber (2), and the turbine ( 5) is located in the turbine casing (4), the sealing ring (6) is fixed to the turbine (5), the inner cover (7) surrounds the sealing ring (6) and is clearance-matched with the sealing ring (6), an unloading chamber (11) is formed between the inner cover (7) and the sealing ring (6), the other end of the first air bleed pipe (3) is matched with the unloading chamber (11), the inner cover (7) is fixed to the inner exhaust pipe (8), the inner exhaust pipe (8) is fixed to the outer exhaust pipe (10) through the tubular component (9), and the outer exhaust pipe (10) is matched with the turbine casing (4), characterized in that, The invention also includes a second air bleed pipe (12), a reversing valve (13), an oil drain manifold (14), and an unloading manifold (15). The high-pressure gas that is input from the compressor (1) into the combustion chamber (2) and does not participate in combustion is provided to the first air bleed pipe (3) and the input end of the nozzle (2a). The output end of the nozzle (2a) is connected to the second air bleed pipe (12), the second air bleed pipe (12) is connected to the input end of the reversing valve (13), one end of the oil drain manifold (14) is connected to the output end of the reversing valve (13), the other end of the oil drain manifold (14) is matched with the tubular component (9) or the external exhaust pipe (10), one end of the unloading manifold (15) is connected to the output end of the reversing valve (13), and the other end of the unloading manifold (15) is matched with the unloading chamber (11).

2. The turbo-electric hybrid engine rotor axial force regulating device according to claim 1, characterized in that: The reversing valve (13) is located outside the external exhaust pipe (10).

3. The turbo-electric hybrid engine rotor axial force regulating device according to claim 1, characterized in that: The invention also includes a pressure regulating valve (A). The inner cover (7) is provided with an assembly hole. The pressure regulating valve (A) cooperates with the assembly hole on the inner cover (7). The pressure regulating valve (A) cooperates with the first air duct (3) and the unloading manifold (15) respectively. When the pressure in the unloading chamber (11) is too high, the pressure regulating valve (A) is used to reduce the air supply from the first air duct (3) and / or the unloading manifold (15) to the unloading chamber (11).

4. The turbo-electric hybrid engine rotor axial force regulating device according to claim 3, characterized in that: The pressure regulating valve (A) comprises: a cylinder body (17), the cylinder body (17) is fixed to the inner cover (7) and is in communication with the unloading chamber (11); A piston (18), the piston (18) is located in the cylinder (17) and cooperates with the cylinder (17); a connecting rod (19), one end of which is connected to the piston (18); A first spring (20), the first spring (20) is sleeved on the connecting rod (19), one end of the first spring (20) is engaged with the piston (18), and the other end of the first spring (20) is engaged with the cylinder (17); a first pressure regulating assembly, wherein a first assembly hole is provided on the circumferential surface of the first air duct (3), and the first pressure regulating assembly cooperates with the first assembly hole; A second pressure regulating assembly, wherein a second assembly hole is provided on the circumferential surface of the unloading manifold (15), and the second pressure regulating assembly cooperates with the second assembly hole; A supporting member (21), the supporting member (21) is fixed to the inner cover (7); The thumbwheel (22) is pivotally connected to the support component (21), and the other end of the connecting rod (19) is connected to the thumbwheel (22). When the thumbwheel (22) rotates in a first direction, the thumbwheel (22) drives the first pressure regulating assembly to be inserted into the first air bleed pipe (3), and drives the second pressure regulating assembly to be inserted into the unloading manifold (15).

5. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4, characterized in that: The cylinder body (17) is composed of an outer sleeve and an inner sleeve. The inner sleeve is located inside the outer sleeve and is fixed to the outer sleeve. The outer sleeve is made of steel, and the inner sleeve is made of graphite.

6. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4, characterized in that: A receiving cavity (23) for receiving leaked gas is formed between the inner cover (7), the cylinder body (17) and the supporting component (21), and an exhaust hole (24) is provided on the supporting component (21).

7. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4 or 6, characterized in that: The supporting component (21) comprises a cylinder (21a) and an end cover (21b); one end of the cylinder (21a) is fixed to the inner cover (7), and the other end of the cylinder (21a) is fixed to the end cover (21b); the first pressure regulating assembly, the second pressure regulating assembly, the thumbwheel (22) and at least a portion of the cylinder (17) are all located in the cylinder; the thumbwheel (22) is pivotally connected to the cylinder (21a).

8. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4, characterized in that: The dial wheel (22) comprises a wheel disc (22a), a support shaft (22b), a first active pressure rod (22c) for applying pressure to the first pressure regulating component, and a second active pressure rod (22d) for applying pressure to the second pressure regulating component. The wheel disc (22a) is hinged to the other end of the connecting rod (19). The wheel disc (22a) and the support shaft (22b) are rotatably matched. The support shaft (22b) is fixed to the supporting component (21). The first active pressure rod (22c) and the second active pressure rod (22d) are respectively fixed to the circumference of the wheel disc (22a).

9. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4, characterized in that: The first pressure regulating assembly comprises a first guide component (25), a first pressure regulating component (26) for inserting into the first air duct (3), a first passive pressure rod (27) for being driven by a dial wheel (22), and a second spring (28). The first guide component (25) is fixed to the first air duct (3), the first pressure regulating component (26) is slidably matched with the first guide component (25), the first passive pressure rod (27) is fixed to the first pressure regulating component (26), the second spring (28) is sleeved on the first pressure regulating component (26), one end of the second spring (28) is connected to the first guide component (25), and the other end of the second spring (28) is matched with the first passive pressure rod (27).

10. The turbo-electric hybrid engine rotor axial force regulating device according to claim 4, characterized in that: The second pressure regulating assembly includes a second guide component (29), a second pressure regulating component (30) for being inserted into the unloading manifold (15), a second passive pressure rod (31) for being driven by the thumbwheel (22), and a third spring (32). The second guide component (29) is fixed to the unloading manifold (15), the second pressure regulating component (30) is slidably matched with the second guide component (29), the second passive pressure rod (31) is fixed to the second pressure regulating component (30), and the third spring (32) is sleeved on the second pressure regulating component (30). One end of the third spring (32) is connected to the second guide component (29), and the other end of the third spring (32) is matched with the second passive pressure rod (31).

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