Aeroengines and aircraft

Abstract

An aero-engine is disclosed, comprising a fan, a core engine, an electric energy storage system, a low-pressure turbine and a start / generate integrated motor, the start / generate integrated motor comprising an outer rotor, a start / generate inner rotor and a gearbox inner rotor, the start / generate inner rotor and the outer rotor interact through electromagnetic induction to convert electric energy into mechanical energy or convert mechanical energy into electric energy; in a first working mode of the aero-engine, the start / generate integrated motor receives electric energy from the electric energy storage system to provide at least part of power for the fan; in a second working mode of the aero-engine, the start / generate inner rotor of the start / generate integrated motor is driven by the core engine to provide electric energy to the electric energy storage system. An aircraft comprising the aero-engine is also disclosed. The aero-engine can reduce fuel consumption and optimize the working condition matching of the core engine, the fan and the low-pressure turbine connected thereto.

Description

Technical Field

[0001] This application relates to the aviation field, and in particular to aircraft engines and aircraft. Background Technology

[0002] Aero-engine technology is a key component of aircraft. Fuel consumption and pollutant emissions are important performance indicators for aero-engines. In particular, to reduce pollutant emissions (such as to achieve "carbon peaking" and "carbon neutrality"), the requirements for fuel consumption of aero-engines have become more stringent. Existing turbofan engine types, especially gas turbine types, still have room for further reduction in fuel consumption.

[0003] Furthermore, in existing aircraft operating scenarios, there is a significant deviation in engine operation between non-design point conditions and design point conditions, such as during idle operation and the operation from takeoff to cruise. This deviation leads to a decrease in engine efficiency. These inefficient operating scenarios limit further reductions in aero-engine fuel consumption.

[0004] Therefore, solutions are needed to reduce the fuel consumption of aircraft engines. Summary of the Invention

[0005] One or more embodiments of this specification achieve their above-mentioned objectives through the following technical solutions.

[0006] In one aspect, an aircraft engine is provided, characterized in that it comprises a fan, a core engine, an energy storage system, a low-pressure turbine, and an integrated starter-generator motor, wherein:

[0007] The integrated starter motor includes an outer rotor, an inner starter rotor, and a gearbox inner rotor. The outer rotor is rigidly connected to the fan to drive the fan. The inner starter rotor is rigidly connected to the high-pressure shaft of the core machine. The gearbox inner rotor is rigidly connected to the low-pressure shaft of the low-pressure turbine. The outer rotor and the gearbox inner rotor are connected by a gear structure. The inner starter rotor and the outer rotor interact through electromagnetic induction to convert electrical energy into mechanical energy or mechanical energy into electrical energy.

[0008] In the first operating mode of the aero-engine, the integrated starter motor receives electrical energy from the energy storage system and converts the electrical energy into mechanical energy through electromagnetic induction by the inner rotor and the outer rotor to provide at least part of the power to the fan.

[0009] In the second operating mode of the aero-engine, the inner rotor of the integrated starter motor is driven by the core machine through the high-voltage shaft and rotates relative to the outer rotor. Through electromagnetic induction, the mechanical energy provided by the core machine is converted into electrical energy and supplied to the energy storage system to charge the energy storage system.

[0010] In one embodiment, the core machine includes a compressor, a combustion chamber, and a high-pressure turbine, the compressor and the high-pressure turbine being rigidly connected to the high-pressure shaft, and the combustion chamber being located between the compressor and the high-pressure turbine.

[0011] In one embodiment, in the first operating mode, the initiator inner rotor drives the high-pressure shaft to rotate, and part of the energy of the gas generated in the combustion chamber of the core engine is converted into mechanical energy by the high-pressure turbine to drive the high-pressure shaft to rotate. The gas at the outlet of the high-pressure turbine drives the low-pressure turbine to rotate, and the rotation of the low-pressure turbine sequentially drives the low-pressure shaft, the gearbox inner rotor, the outer rotor, and the fan.

[0012] In one embodiment, the first operating mode is a takeoff or climb operating mode.

[0013] In one embodiment, the first operating mode is the slow mode.

[0014] In one embodiment, in the second operating mode, the high-pressure turbine drives the high-pressure shaft to rotate, the gas at the outlet of the high-pressure turbine drives the low-pressure turbine to rotate, and the rotation of the low-pressure turbine sequentially drives the low-pressure shaft, the inner rotor of the gearbox, the outer rotor and the fan to provide power and sequentially drive the low-pressure turbine, the low-pressure shaft, the inner rotor of the gearbox, the outer rotor and the fan.

[0015] In one embodiment, the second operating mode is a cruise operating mode.

[0016] In one embodiment, when the core engine is started and ignited, the integrated starter motor receives electrical energy from the energy storage system, converts the electrical energy into mechanical energy, drives the high-pressure shaft to rotate, and at the same time, fuel is injected into the combustion chamber to complete the ignition.

[0017] In one embodiment, the aero-engine further includes a control system connected to the integrated starter motor and the core engine to control the operation of the integrated starter motor and the core engine.

[0018] On the other hand, an aircraft is provided, including an aircraft engine as described in any embodiment.

[0019] One or more embodiments of this specification can achieve at least one of the following technical effects:

[0020] Energy management of aircraft engines is achieved through an integrated starter-generator motor and energy storage system, thereby reducing fuel consumption.

[0021] By optimizing the operating conditions of the core unit and fan through an integrated starter motor and energy storage system, the core unit and fan can operate under more efficient conditions.

[0022] By utilizing an integrated starter-generator motor, we aim to achieve compatibility with existing designs as much as possible, thereby reducing design complexity.

[0023] By utilizing an integrated starter-generator motor, the accessory drive system is reduced, resulting in a more compact structure that helps reduce engine size and weight. Attached Figure Description

[0024] The above-described invention and the following detailed embodiments will be better understood when read in conjunction with the accompanying drawings. It should be noted that the drawings are merely examples of the claimed invention. In the drawings, the same reference numerals represent the same or similar elements.

[0025] Figure 1 A schematic diagram of the overall structure of an aircraft engine according to an embodiment of this specification is shown.

[0026] Figure 2 A schematic diagram showing the structure of the starter-generator integrated motor according to an embodiment of this specification is provided.

[0027] Explanation of reference numerals in the attached figures

[0028] 1 Fan

[0029] 2. Air compressor

[0030] 3 Combustion Chamber

[0031] 4. High-pressure turbine

[0032] 5 Low-pressure turbine

[0033] 6. Energy storage system

[0034] 10-start integrated motor

[0035] 20 High-Pressure Shaft

[0036] 50 low-pressure shaft

[0037] 1001 External Rotor

[0038] Rotor inside gearbox 1002

[0039] 1003 starting internal rotor Detailed Implementation

[0040] The following detailed description is sufficient to enable any person skilled in the art to understand the technical content of one or more embodiments of this specification and to implement them accordingly. Furthermore, based on the specification, claims, and drawings disclosed in this specification, those skilled in the art can easily understand the objectives and advantages associated with one or more embodiments of this specification.

[0041] It should be understood that the descriptions of the embodiments are merely illustrative and not intended to limit the scope of this disclosure or its application or use. While means, components, or operations known to those skilled in the art may not be described in this disclosure, descriptions of such means, components, or operations should be considered as included in this disclosure where appropriate.

[0042] Unless explicitly stated otherwise, the relative arrangement of components, the relative order of operations, the composition of materials, numerical expressions, and values ​​illustrated in these embodiments should be interpreted as merely exemplary and not as limiting. Unless explicitly stated otherwise, the terms "first," "second," etc., as used in this disclosure do not imply any order or importance, but are merely used to distinguish different parts.

[0043] In this disclosure, terms such as "up", "down", "left", "right", "front", and "back" are used only to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0044] In this disclosure, when a particular component is described as being above, below, or in a similar relationship to a first component, it does not imply that the particular component is directly above or below the first component, nor does it exclude the possibility that there is an intermediary component between the particular component and the first component.

[0045] In this disclosure, when a particular component is described as being located between a first component and a second component, the possibility of an intermediary component being present between the particular component and the first component is not excluded.

[0046] In this disclosure, when a particular component is described as being connected or coupled to other components, it does not imply that the particular component or other components are directly connected or coupled, and does not exclude the possibility that there is an intermediary component between the particular component and the first component.

[0047] Unless otherwise expressly defined in this disclosure, all terms used in this disclosure shall be interpreted in accordance with the meaning as understood by one of ordinary skill in the art to which this disclosure pertains.

[0048] In this disclosure, a civil aircraft is used as an example of an aircraft. However, it should be understood that the aircraft in this specification are not limited to civil aircraft. Rather, the aircraft in this specification can include a variety of flying vehicles for various purposes, including manned and unmanned aircraft, including military and civil aircraft, including airplanes and other forms of aircraft, etc.

[0049] Accordingly, in this disclosure, an aircraft engine refers to an engine used to provide power to an aircraft. Unless otherwise specified, the engine is not limited to a particular type of engine.

[0050] See Figure 1This shows a schematic diagram of the overall structure of an aircraft engine according to an embodiment of this specification.

[0051] like Figure 1 As shown, an aero engine may include a fan 1, a core engine, an energy storage system 6, a low-pressure turbine 5, and an integrated starter-generator motor 10.

[0052] Fan 1 can be any type of single-blade fan or fan assembly. For example, fan 1 can be a fan commonly found in turbofan engines. Fan 1 is the primary power source for aircraft engines.

[0053] In one embodiment, the core unit may include a compressor 2, a combustion chamber 3, and a high-pressure turbine 4, wherein the combustion chamber 3 may be located between the compressor 2 and the high-pressure turbine 4. The compressor 2 may include, for example, a high-pressure compressor and a low-pressure compressor. The high-pressure turbine 4 may be rigidly connected to a high-pressure shaft 20.

[0054] The core engine design described above is efficient and reduces the overall design complexity of the aero engine. However, it should be understood that the embodiments described in this specification are not limited to this type of core engine, but any suitable core engine applicable to an aircraft can be used. Core engines typically have a rotatable high-voltage shaft, enabling them to interact with the internal rotor of the integrated starter-generator motor to perform their functions.

[0055] The energy storage system 6 may optionally be a rechargeable battery or battery pack. Alternatively, other suitable energy storage systems may be employed. Preferably, the energy storage system 6 is capable of meeting the energy density requirements, environmental adaptability requirements, etc., of an aircraft engine.

[0056] By adding a low-pressure turbine 5, a dual-turbo structure combining a high-pressure turbine 4 and a low-pressure turbine 5 can be adopted, which can achieve better engine performance.

[0057] To address issues such as fuel consumption, this embodiment utilizes an integrated starter-generator motor 10. This integrated starter-generator motor 10 can function as an electric motor to output mechanical energy, providing at least a portion of the power to the aircraft engine; it can also function as a generator to consume mechanical energy to provide electrical energy, charging the energy storage system 6. Through the integrated starter-generator motor 10 and the energy storage system 6, energy management of the aircraft engine is achieved, reducing fuel consumption.

[0058] By optimizing the operating condition matching between the core unit and the fan 1 through the integrated starter motor and the energy storage system 6, the embodiments of this specification enable the core unit and the fan 1 to operate under more efficient conditions, as described in more detail below.

[0059] By utilizing an integrated starter motor and existing core machine design, the embodiments in this specification are compatible with existing designs as much as possible, reducing design complexity.

[0060] By utilizing an integrated starter-generator motor, the embodiments in this specification can reduce the accessory transmission system, resulting in a more compact structure and helping to reduce engine size and weight.

[0061] See Figure 2 It shows a schematic diagram of the structure of the starter-generator integrated motor 10 according to an embodiment of this specification.

[0062] like Figure 2 As shown, the starter-generator integrated motor 10 may include an outer rotor 1001, an inner starter rotor 1003, and an inner rotor 1002 in the gearbox.

[0063] The outer rotor 1001 can be rigidly connected to the fan 1 to drive the fan 1.

[0064] The initiator inner rotor 1003 can be rigidly connected to the high-pressure shaft 20 of the core engine. Specifically, the initiator inner rotor 1003 can be rigidly connected to the high-pressure shaft 20, and the high-pressure shaft 20 is rigidly connected to the compressor 2 and the high-pressure turbine 4, and passes through the combustion chamber 3.

[0065] The rotor 1002 inside the gearbox can be rigidly connected to the low-pressure shaft 50 of the low-pressure turbine 5. Specifically, the rotor 1002 inside the gearbox can be rigidly connected to the low-pressure shaft 50, and the low-pressure shaft 50 can be rigidly connected to the low-pressure turbine 5. Under normal circumstances, the rotation direction of the low-pressure shaft 50 is opposite to that of the high-pressure shaft 20.

[0066] The outer rotor 1001 and the inner rotor 1002 of the gearbox can be connected by a gear structure. Preferably, this gear structure is a star gear structure. The gearbox and its internal gear structure further improve the efficiency of the engine and fan. The inner rotor 1002 and the outer rotor 1001 can have a fixed speed ratio, that is, the ratio of the rotational speed of the inner rotor 1002 to the rotational speed of the outer rotor 1001. This speed ratio can be determined by the engine designer based on experience and / or experiments.

[0067] The inner rotor 1003 and outer rotor 1001 can interact through electromagnetic induction to convert electrical energy into mechanical energy or vice versa. One or both of the inner rotor and outer rotor 1001 may include coils. In other words, through the electromagnetic induction of both the inner rotor 1003 and outer rotor 1001, the integrated starter-generator motor 10 can function as both a motor and a generator. The specific structure and parameter design of the inner rotor 1003 and outer rotor 1001 can refer to the design and parameters of existing integrated starter-generator motors.

[0068] It is understandable that the power requirements of aero engines vary under different operating conditions of an aircraft. Therefore, aero engines experience significant deviations in their flow between certain non-design point operating conditions and design point operating conditions, such as idle conditions and conditions between takeoff and cruise, leading to reduced engine efficiency. In the embodiments described in this specification, by utilizing a combination of an energy storage system and an integrated generator-initiator (IUI), when the power demand of the aero engine is higher than in efficient operating conditions (e.g., design point conditions) (e.g., the first operating condition described below), the energy storage system can provide electricity, and the IUI operates as a motor, providing more power to the aero engine. This reduces the demand on the aero engine itself and simplifies the design of the core engine. When the power demand of the aero engine is lower than in efficient operating conditions (e.g., non-design point conditions) (e.g., the second operating condition described below), the IUI can operate as a generator, consuming excess mechanical energy provided by the core engine and charging the energy storage system.

[0069] During core engine start-up and ignition, the integrated starter-generator motor 10 receives electrical energy from the energy storage system 6. That is, the energy storage system 6 is in a discharging state. Under the influence of the received electrical energy, the inner rotor 1003 and outer rotor 1001 rotate relative to each other under electromagnetic induction, converting electrical energy into mechanical energy. The rotation of the inner rotor 1003 drives the high-voltage shaft 20 to rotate. Simultaneously, fuel can be injected into the combustion chamber 3 and ignited to start the core engine. During ignition, the outer rotor 1001 rotates in the opposite direction to the inner rotor 1003, driving the fan 1 to idle.

[0070] In the first operating mode of the aero-engine, the integrated starter-generator motor 10 receives electrical energy from the energy storage system 6. Under the influence of the received electrical energy, the inner rotor 1003 and outer rotor 1001 rotate relative to each other through electromagnetic induction, converting electrical energy into mechanical energy to provide at least part of the power for the fan 1. Specifically, the rotation of the inner rotor 1003 drives the high-pressure shaft 20 to rotate. Furthermore, the operation of the core engine—that is, the combustion chamber mixing and igniting air and fuel to generate high-temperature, high-pressure gas—converts part of the gas's energy into mechanical energy, also driving the high-pressure shaft 20 to rotate. The gas at the outlet of the high-pressure turbine 4 drives the low-pressure turbine 5 to rotate. The rotation of the low-pressure turbine 5 drives the rotation of the low-pressure shaft 50, which is rigidly connected to it. The rotation of the low-pressure shaft 50 drives the rotation of the gearbox rotor 1002, which is rigidly connected to it. The gearbox rotor 1002 drives the outer rotor 1001 to rotate through a gear structure, and the outer rotor 1001 drives the fan 1 to rotate through a rigid connection with the fan 1, providing power. In other words, the rotation of the low-pressure turbine 5 sequentially drives the low-pressure shaft 50, the inner rotor 1002 in the gearbox, the outer rotor 1001, and the fan 1 to provide power. This optimizes the power distribution between the high-pressure and low-pressure turbines. Simultaneously, the rotation of the outer rotor 1001 also drives the fan 1. Therefore, several different driving forces work together to drive the fan 1, thereby improving the efficiency of the aircraft engine and reducing fuel consumption.

[0071] In the second operating mode of the aero-engine, the energy storage system 6 no longer supplies power to the integrated starter-generator motor 10. At this time, the core engine operates; that is, the combustion chamber mixes and ignites air and fuel to generate high-temperature, high-pressure gas. The high-pressure turbine converts part of the gas's energy into mechanical energy, driving the high-pressure shaft 20 to rotate. The gas at the outlet of the high-pressure turbine 4 drives the low-pressure turbine 5 to rotate, which in turn drives the low-pressure shaft 50, the gearbox inner rotor 1002, and the outer rotor 1001 to rotate in sequence. The rotation of the outer rotor 1001 provides power to the fan 1. Furthermore, the rotation of the outer rotor 1001 relative to the inner rotor 1003 converts mechanical energy into electrical energy through electromagnetic induction. The electrical energy is input into the energy storage system 6 and stored through the connection between the integrated starter-generator motor 10 and the energy storage system 6.

[0072] The aero-engine may also include a control system (not shown in the figure). The control system can be connected to the integrated generator motor 10 to control its operating mode. Furthermore, the control system can be connected to the core engine to control various operations of the core engine, such as controlling core engine ignition and fuel loading rate. Under the control of the control system, the aero-engine can switch between different operating modes as needed.

[0073] It is understandable that various electronic and electrical components may be present in different circuit connections depending on specific needs. For example, in the connection between the energy storage system and the generator-integrated motor 10, or in the connection between the control system and the generator-integrated motor 10 or the core machine, switches, transformers, frequency converters, transmission lines, etc., may be present.

[0074] The following sections will illustrate the application scenarios of the aircraft engines according to the embodiments of this specification.

[0075] For example, during ignition, the aircraft engine can operate as described above regarding starting and ignition. Therefore, without the need for an additional power source, the high-voltage shaft can be rotated solely through the operation of the energy storage system and the integrated starter-generator motor 10, thus facilitating the completion of the ignition operation.

[0076] After ignition, more power is needed during takeoff and climb. At this time, the core engine can operate in high-efficiency mode to provide power. The aero engine can operate in the first operating mode, in which the integrated generator motor works as an electric motor, utilizing the power from the energy storage system to provide more power to the aero engine.

[0077] During the cruise phase, relatively less power is required. At this time, the core engine can maintain high-efficiency operation to provide power. The aircraft engine can operate in the second operating mode, in which the integrated generator motor acts as the generator motor, absorbing the excess mechanical work provided by the core engine and charging the electrical energy storage system.

[0078] In addition to the typical processes described above, the power requirements of an aircraft may still fluctuate. For example, during acceleration or deceleration, the aircraft's power requirements may increase or decrease. This can lead to a deviation from the power provided by the core engine during its most efficient operating conditions. In this case, depending on the relative magnitude between the aircraft's power requirements and the core engine's efficient operating conditions, an electrical energy storage system and an integrated starter-generator motor can be used to provide mechanical power or absorb excess mechanical work.

[0079] The above describes the scenario where the core engine operates under high-efficiency conditions. However, in many other situations, the core engine does not operate under high-efficiency conditions. In these cases, the aero-engine can still operate in different modes based on the aircraft's power requirements and the relative magnitude of the core engine's power output. For example, in idle mode, although the core engine is working, its power output can be set relatively low to reduce fuel consumption and pollution. In this case, the aero-engine can operate in the first operating mode, with the integrated starter-generator motor acting as an electric motor to provide power to the aero-engine. Alternatively, during processes requiring active fuel consumption, or when the energy storage system has low power, the aero-engine can operate in the second operating mode, utilizing the mechanical work output by the core engine to charge the energy storage system.

[0080] In one or more embodiments of this specification, an aircraft is also proposed that includes an aircraft engine as described in any embodiment of this specification.

[0081] It should be understood that the use of a singular form to describe an element or to show only one element in the accompanying drawings does not imply that the number of such element is limited to one. Furthermore, modules or elements described or shown as separate herein may be combined into a single module or element, and modules or elements described or shown as single herein may be broken down into multiple modules or elements.

[0082] In this specification, unless otherwise specified, “nearly,” “almost,” or “approximately” (if used) means a deviation of no more than 10%; preferably, a deviation of no more than 5%; more preferably, a deviation of no more than 1%.

[0083] It should also be understood that the terminology and expressions used herein are for descriptive purposes only, and one or more embodiments described herein should not be limited to these terms and expressions. The use of these terms and expressions does not exclude any illustrative and descriptive equivalent features (or parts thereof), and it should be recognized that various modifications that may exist should also be included within the scope of the claims. Other modifications, variations, and substitutions may also exist. Accordingly, the claims should be considered to cover all such equivalents.

[0084] Similarly, it should be noted that although specific embodiments have been described with reference to the present invention, those skilled in the art should recognize that the above embodiments are merely illustrative of one or more embodiments of this specification, and various equivalent changes or substitutions can be made without departing from the spirit of the invention. Therefore, any changes or modifications to the above embodiments within the scope of the essential spirit of the invention will fall within the scope of the claims of this application.

Claims

1. An aircraft engine, characterized in that, Includes a fan, core unit, energy storage system, low-pressure turbine, and integrated starter-generator motor, among which: The integrated starter motor includes an outer rotor, an inner starter rotor, and a gearbox inner rotor. The outer rotor is rigidly connected to the fan to drive the fan. The inner starter rotor is rigidly connected to the high-pressure shaft of the core machine. The gearbox inner rotor is rigidly connected to the low-pressure shaft of the low-pressure turbine. The outer rotor and the gearbox inner rotor are connected by a gear structure. The inner starter rotor and the outer rotor interact through electromagnetic induction to convert electrical energy into mechanical energy or mechanical energy into electrical energy. In the first operating mode of the aero-engine, the integrated starter motor receives electrical energy from the energy storage system, and the inner and outer rotors of the starter convert the electrical energy into mechanical energy through electromagnetic induction to provide at least part of the power to the fan. In the second operating mode of the aero-engine, the inner rotor of the integrated starter motor is driven by the core machine through the high-voltage shaft and rotates relative to the outer rotor. It converts the mechanical energy provided by the core machine into electrical energy through electromagnetic induction and provides electrical energy to the energy storage system to charge the energy storage system.

2. The aero-engine as described in claim 1, characterized in that, The core machine includes a compressor, a combustion chamber, and a high-pressure turbine. The compressor, the high-pressure turbine, and the high-pressure shaft are rigidly connected. The combustion chamber is located between the compressor and the high-pressure turbine.

3. The aero-engine as described in claim 2, characterized in that, In the first operating mode, the initiator inner rotor drives the high-pressure shaft to rotate, and part of the energy of the gas generated in the combustion chamber of the core engine is converted into mechanical energy by the high-pressure turbine to drive the high-pressure shaft to rotate. The gas at the outlet of the high-pressure turbine drives the low-pressure turbine to rotate, and the rotation of the low-pressure turbine sequentially drives the low-pressure shaft, the gearbox inner rotor, the outer rotor, and the fan.

4. The aero-engine as described in claim 1, characterized in that, The first operating mode is the takeoff or climb operating mode.

5. The aero-engine as described in claim 1, characterized in that, The first operating mode is slow mode.

6. The aero-engine as claimed in claim 1, characterized in that, In the second operating mode, the high-pressure turbine drives the high-pressure shaft to rotate, the gas at the outlet of the high-pressure turbine drives the low-pressure turbine to rotate, and the rotation of the low-pressure turbine sequentially drives the low-pressure shaft, the inner rotor of the gearbox, the outer rotor and the fan to provide power and sequentially drive the low-pressure turbine, the low-pressure shaft, the inner rotor of the gearbox, the outer rotor and the fan.

7. The aero-engine as claimed in claim 1, characterized in that, The second operating mode is the cruise operating mode.

8. The aero-engine as described in claim 2, characterized in that, When the core engine is started and ignited, the integrated starter motor receives electrical energy from the energy storage system, converts the electrical energy into mechanical energy, drives the high-pressure shaft to rotate, and at the same time, fuel is injected into the combustion chamber to complete the ignition.

9. The aero-engine as claimed in claim 1, characterized in that, It further includes a control system connected to the integrated starter motor and the core machine to control the operation of the integrated starter motor and the core machine.

10. An aircraft comprising an aircraft engine as claimed in any one of claims 1-9.

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