Bimodal distributed propulsion aviation hybrid power engine
By utilizing a dual-mode distributed propulsion hybrid-electric engine, which employs inter-shaft energy transfer and generator drive, the problem of balancing power consumption and weight during takeoff and cruise of gas turbine engines has been solved, achieving efficient and lightweight power output.
Patent Information
- Application Number
- CN202410985663.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-23
- Publication Date
- 2026-01-27
AI Technical Summary
Existing gas turbine aero engines struggle to balance power consumption and weight during takeoff and cruise, and traditional designs result in insufficient power or excessive weight under different operating conditions.
The aircraft uses a dual-mode distributed propulsion hybrid power engine, which uses an inter-shaft energy transfer system to transfer energy through the shaft during takeoff and to drive the fan through a generator during cruise. Combined with components such as a high-voltage shaft motor, a low-voltage shaft motor, a gearbox, and bevel gears, it achieves energy management and power regulation.
To meet thrust requirements under different operating conditions, reduce the overall weight of the engine, improve fuel economy and efficiency, and achieve a high power-to-weight ratio and stable power output.
Smart Images
Figure CN121404518A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of power engines, and in particular relates to a dual-mode distributed propulsion aero-hybrid engine. Background Technology
[0002] Most existing gas turbine aircraft engines are placed under the aircraft, resulting in relatively low flight efficiency. Therefore, in recent years, distributed propulsion has been developed. This design uses multiple propellers (such as fans) distributed in different parts of the aircraft, such as the front of the fuselage, the wings, and even the tail. By optimizing the aerodynamic layout, aerodynamic drag is reduced, thereby improving flight efficiency and fuel economy.
[0003] Another development trend is to make this aircraft a delta wing or a blended-engine type. The blended-engine technology also places more than a dozen fans on the fuselage. Since the fans are distributed, it is not suitable to put an engine on each fan, so they need to be electrically driven. Generally, a gas turbine engine generates electricity and transmits it to these dozen or so fans. However, this still has shortcomings. The fans need energy during takeoff and cycle. If they operate according to the power provided by the gas turbine during takeoff, the motors will be relatively heavy, and the weight of the entire engine and fans will be very heavy. If the power is provided to the motors according to the thrust during cruise, although the motors are relatively small, they require extremely long runways for takeoff, which is obviously not enough to meet the requirements. Summary of the Invention
[0004] In view of this, in order to solve the problem mentioned in the background art that the existing technology cannot meet the balance between power consumption requirements and weight caused by process switching, the present invention proposes a dual-mode distributed propulsion hybrid aero-engine. During takeoff, energy is transferred to each fan through the shaft via an inter-shaft energy transfer system. During cruise, electricity is generated by a generator and then used to drive each fan. In this way, the power demand is relatively small during the entire cruise process, and the weight of the entire engine is relatively small, which meets the balance between power consumption requirements and weight caused by process switching, highlighting the advantages of dual-mode engines.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: a dual-mode distributed propulsion aero-hybrid engine, comprising an energy management system, an AC / DC system, an aircraft propulsion system, and a fuel delivery system.
[0006] The aircraft propulsion system includes several ducted fans, several electric motors, several bevel gears, a first low-pressure shaft clutch, a reducer, a low-pressure compressor, a high-pressure compressor, a high-pressure connecting shaft, a high-pressure shaft motor, a high-pressure turbine, a low-pressure turbine, a low-pressure connecting shaft, a second low-pressure shaft clutch, a low-pressure shaft motor, and a nozzle.
[0007] The low-pressure compressor is connected to the low-pressure turbine via a low-pressure connecting shaft. From front to back, a first low-pressure shaft clutch, a reducer, a second low-pressure shaft clutch, and a low-pressure shaft motor are placed on the shaft. The first low-pressure shaft clutch is located in front of the low-pressure compressor. The high-pressure compressor is connected to the high-pressure turbine via a high-pressure connecting shaft. A high-pressure shaft motor is installed on the high-pressure connecting shaft. The low-pressure turbine is connected to the nozzle. A gearbox and several bevel gears are located between the high-pressure connecting shaft and the low-pressure connecting shaft.
[0008] The low-pressure connecting shaft is equipped with a first bevel gear, which transmits torque to the shaft where the fourth bevel gear is located through the second bevel gear, and then transmits torque to the high-pressure connecting shaft through the third bevel gear. Alternatively, the torque of the high-pressure connecting shaft can be transmitted to the low-pressure connecting shaft through the third bevel gear, the fourth bevel gear, the second bevel gear, and the first bevel gear in reverse.
[0009] In generator mode, the high-voltage shaft motor and the low-voltage shaft motor transmit electrical energy to several motors, each motor driving a ducted fan. Alternatively, the low-voltage connecting shaft transmits shaft power through a reducer and a first low-voltage shaft clutch and a second low-voltage shaft clutch, and through several bevel gears to the corresponding shafts of several ducted fans.
[0010] A No. 5 bevel gear is installed on the high-pressure connecting shaft before the high-pressure turbine, which is connected to the No. 6 bevel gear and the high-pressure shaft motor. A No. 2 low-pressure shaft clutch is installed on the low-pressure connecting shaft after the low-pressure turbine, which is connected to the low-pressure shaft motor. A gearbox is installed between the No. 2 bevel gear and the No. 4 bevel gear.
[0011] The high-voltage shaft motor, the low-voltage shaft motor, and several motors are all connected to the AC / DC system, which is connected to the energy management system.
[0012] The fuel delivery system includes a fuel tank and a combustion chamber. Fuel flows out of the fuel tank, passes through a high-pressure shaft motor, a low-pressure shaft motor, and several electric motors, and exchanges heat with the electric motors before flowing into the combustion chamber.
[0013] Preferably, the low-pressure compressor is connected via a low-pressure connecting shaft, a low-pressure turbine, a reducer, a first low-pressure shaft clutch, and subsequently a bevel gear, a second low-pressure clutch, and a low-pressure shaft motor.
[0014] Preferably, several ducted fans are arranged in parallel and then coaxially connected to motors one by one. The energy on the shaft can come from the motor or from the low-voltage connecting shaft.
[0015] Preferably, the No. 1 low-pressure shaft clutch and the No. 2 low-pressure shaft clutch are respectively located at both ends of the low-pressure connecting shaft, and the reducer is located after the low-pressure connecting shaft to adjust the low-pressure shaft speed during engine operation to adapt to different operating conditions.
[0016] Preferably, the high-voltage shaft motor and the low-voltage shaft motor have two working modes: motor mode and generator mode. They can output shaft power or input shaft power to generate electricity.
[0017] Preferably, the AC / DC system is a bidirectional AC / DC system, which is turned on in one direction during operation.
[0018] More preferably, when the speed of the high-voltage connecting shaft and the low-voltage connecting shaft is higher than the set value, the AC / DC system is turned on in the forward direction to store electrical energy in the energy management system; when the shaft speed is lower than the set value, the AC / DC system is turned on in the reverse direction, and the energy management system provides electrical energy to the high-voltage connecting shaft and the low-voltage connecting shaft to increase their speed.
[0019] Preferably, the transmission is optimized according to the different speeds of the low-pressure connecting shaft and the high-pressure connecting shaft, so that the engine power output is efficient and can achieve the best performance under different operating conditions.
[0020] Preferably, the dual-mode distributed propulsion aero-engine has three execution modes: 1. All shaft power of several ducted fans is transmitted from the low-pressure connecting shaft, and the low-pressure shaft motor and the high-pressure shaft motor do not work; 2. All shaft power of several ducted fans comes from the corresponding electric motor, and the low-pressure shaft motor and the high-pressure shaft motor are in generator mode; 3. Part of the shaft power of the ducted fans comes from the corresponding electric motor and part comes from the power transmission of the low-pressure connecting shaft.
[0021] More preferably, in the above three modes, the low-voltage shaft motor and the high-voltage shaft motor can transmit power between the low-voltage connecting shaft and the high-voltage connecting shaft.
[0022] Compared with the prior art, the beneficial effects of the dual-mode distributed propulsion aero-hybrid engine described in this invention are:
[0023] (1) Compared with traditional gas turbine aero engines, this invention adds a high-voltage shaft motor to the structure, thus increasing the power source for the engine. This invention utilizes a bidirectional DC / AC structure and an IGBT energy management system to manage the internal energy of the engine, enabling it to operate with sufficient power under any operating conditions. This solves the problems of low efficiency and insufficient thrust of traditional gas turbines and improves the overall efficiency.
[0024] (2) The present invention is structurally equipped with a gearbox and a reducer. The reducer controls the shafts of the five ducted fans through the shaft, so that the speed of each shaft is reduced to the speed required by the shaft. The gearbox is set between the low-pressure shaft and the high-pressure shaft so that the speeds of the low-pressure shaft and the high-pressure shaft match and increase. Together with the IGBT system, the speed is controlled, which solves the problem that the power output of traditional aero engines cannot be stable under different operating conditions.
[0025] (3) The present invention is structured with multiple bevel gears, which transmit rotational power and torque on different shafts to the low-pressure shaft and the high-pressure shaft, thereby achieving efficient operation of the engine, increasing fuel combustion efficiency and improving engine power.
[0026] (4) The present invention enables the engine to have three working modes: pure gas turbine shaft driven ducted fan mode, pure electric motor driven ducted fan mode, and part of the electric motor and part of the gas turbine jointly driven ducted fan mode.
[0027] (5) Compared with existing distributed aviation propulsion systems, this system can meet the thrust requirements of different operating conditions such as takeoff and cruise, and has the characteristics of high power-to-weight ratio and large degree of adjustment. Attached Figure Description
[0028] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:
[0029] Figure 1 This is a schematic diagram of the dual-modal distributed propulsion aero-hybrid engine described in this invention;
[0030] In the diagram: 1-Ductless fan #1, 2-Ductless fan #2, 3-Ductless fan #3, 4-Ductless fan #4, 5-Ductless fan #5, 6-Motor #1, 7-Motor #2, 8-Motor #3, 9-Motor #4, 10-Motor #5, 11-Bevel gear #7, 12-Bevel gear #8, 13-Bevel gear #9, 14-Bevel gear #10, 15-Bevel gear #11, 16-Low-pressure shaft clutch #1, 17-Reducer, 18-Low-pressure compressor, 19- 1-Bevel gear No. 1, 20-Bevel gear No. 2, 21-High-pressure compressor, 22-Bevel gear No. 3, 24-Bevel gear No. 4, 25-High-pressure connecting shaft, 26-Bevel gear No. 5, 27-Bevel gear No. 6, 28-High-pressure shaft motor, 29-High-pressure turbine, 30-Low-pressure turbine, 31-Low-pressure connecting shaft, 32-Low-pressure shaft clutch No. 2, 33-Low-pressure shaft motor, 34-Nozzle, 35-Fuel tank, 36-AC / DC system, 37-Energy management system, 38-Combustion chamber. Detailed Implementation
[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.
[0032] See Figure 1 This embodiment describes a dual-mode distributed propulsion hybrid aviation engine, including an energy management system 37, an AC / DC system 36, an aircraft propulsion system, and a fuel delivery system.
[0033] The aircraft propulsion system includes several ducted fans, several electric motors, several bevel gears, a first low-pressure shaft clutch 16, a reducer 17, a low-pressure compressor 18, a high-pressure compressor 21, a high-pressure connecting shaft 25, a high-pressure shaft motor 28, a high-pressure turbine 29, a low-pressure turbine 30, a low-pressure connecting shaft 31, a second low-pressure shaft clutch 32, a low-pressure shaft motor 33, and a nozzle 34;
[0034] The low-pressure compressor 18 is connected to the low-pressure turbine 30 via a low-pressure connecting shaft 31. A first low-pressure shaft clutch 16, a reducer 17, a second low-pressure shaft clutch 32, and a low-pressure shaft motor 33 are arranged sequentially from front to back on the shaft. The first low-pressure shaft clutch 16 is located in front of the low-pressure compressor 18, and the second low-pressure shaft clutch 32 is located behind the low-pressure turbine 30. The low-pressure turbine 30 is connected to the nozzle 34.
[0035] The high-pressure compressor 21 is connected to the high-pressure turbine 29 via a high-pressure connecting shaft 25.
[0036] A first bevel gear 19 is installed on the low-pressure connecting shaft 31 after the low-pressure compressor 18. The torque is transmitted through the second bevel gear 20, then to the gearbox 24, and then to the shaft where the fourth bevel gear 23 is located. Finally, the torque is transmitted to the high-pressure connecting shaft 25 through the third bevel gear 22. Alternatively, the torque of the high-pressure connecting shaft 25 can be transmitted in the reverse direction through the third bevel gear 22, the fourth bevel gear 23, the second bevel gear 20, and the first bevel gear 19 to the low-pressure connecting shaft 31.
[0037] In generator mode, the high-voltage shaft motor 28 and the low-voltage shaft motor 33 can transmit electrical energy to motors 6, 7, 8, 9, and 10 to drive ducted fans 1, 2, 3, 4, and 5. Alternatively, the low-voltage connecting shaft 31 transmits shaft power through a reducer 17 and a clutch to the corresponding shafts of ducted fans 1, 2, 3, 4, and 5 via bevel gears 11, 12, 13, 14, and 15.
[0038] A fifth bevel gear 26 is installed on the high-pressure connecting shaft 25 before the high-pressure turbine 29, which is connected to the sixth bevel gear 27 and the high-pressure shaft motor 28. A second low-pressure shaft clutch 32 is installed on the low-pressure connecting shaft 31 after the low-pressure turbine 30, which is connected to the low-pressure shaft motor 33. A gearbox 24 is located between the second bevel gear 20 and the fourth bevel gear 23.
[0039] The transmission 24 is optimized according to the different speeds of the low-pressure connecting shaft 31 and the high-pressure connecting shaft 25, so that the engine power output is efficient and can achieve the best performance under different operating conditions.
[0040] The No. 1 low-pressure shaft clutch 16 and the No. 2 low-pressure shaft clutch 32 are respectively located at both ends of the low-pressure connecting shaft 31, and the reducer 17 is located in front of the low-pressure connecting shaft 31. During engine operation, the low-pressure shaft speed is adjusted to adapt to different operating conditions.
[0041] The high-voltage shaft motor 28, low-voltage shaft motor 33, motor 6, motor 7, motor 8, motor 9, and motor 10 are all connected to the bidirectional AC / DC system 36, which is connected to the energy management system 37.
[0042] In the fuel delivery system, fuel flows out from the fuel storage tank 35, passes through the high-pressure shaft motor 28, the low-pressure shaft motor 33, the first motor 6, the second motor 7, the third motor 8, the fourth motor 9, and the fifth motor 10, exchanges heat with the above motors, and then flows to the combustion chamber 38.
[0043] This dual-mode distributed propulsion aero-engine has three operation modes: 1. All shaft power of the ducted fan is transmitted from the low-pressure connecting shaft 31, in which case the low-pressure shaft motor 33 and the high-pressure shaft motor 28 are not operating. 2. All shaft power of the ducted fan comes from the corresponding electric motor, in which case the low-pressure shaft motor 33 and the high-pressure shaft motor 28 are in generator mode. 3. Part of the shaft power of the ducted fan comes from the corresponding electric motor, and part comes from the power transmission of the low-pressure connecting shaft 31. In the above three modes, the low-pressure shaft motor 33 and the high-pressure shaft motor 28 can perform power transmission between the low-pressure connecting shaft 31 and the high-pressure connecting shaft 25. Power transmission between the high and low pressure shafts can also be performed through the gearbox 24.
[0044] Several ducted fans are arranged side by side, and each is coaxially connected to a motor. The energy on the shaft can come from the motor or from the low-voltage connecting shaft 31.
[0045] The high-voltage shaft motor 28 and the low-voltage shaft motor 33 have two working modes: motor mode and generator mode. They can output shaft power or input shaft power to generate electricity.
[0046] The low-pressure compressor 18 is connected to the low-pressure connecting shaft 31, the low-pressure turbine 30, the reducer 17, the first low-pressure shaft clutch 16 and the subsequent bevel gear, the second low-pressure clutch 32 and the low-pressure shaft motor 33. The high-pressure compressor 21 is connected to the high-pressure turbine 29 through the high-pressure connecting shaft 25. The high-pressure shaft motor 28 is installed on the high-pressure connecting shaft 25. There is a gearbox 24 and a bevel gear between the high and low pressure shafts.
[0047] The AC / DC system 36 is a bidirectional AC / DC system. During operation, the AC / DC system 36 is opened in one direction. When the rotational speed of the high-voltage connecting shaft 25 and the low-voltage connecting shaft 31 is higher than the set value, the AC / DC system 36C is opened in the forward direction to store electrical energy to the energy management system 37. When the shaft rotational speed is lower than the set value, the AC / DC system 36 is opened in the reverse direction, and the energy management system provides electrical energy to the high-voltage connecting shaft 25 and the low-voltage connecting shaft 31 to increase their rotational speed.
[0048] The working principle of the dual-mode distributed propulsion aero-hybrid engine described in this invention is as follows:
[0049] This invention is a dual-mode distributed propulsion aero-engine. In takeoff mode, the high-pressure connecting shaft 25 drives the high-pressure compressor 21 through the high-pressure turbine 29, and the low-pressure connecting shaft 31 drives the low-pressure compressor 18 through the low-pressure turbine 30, while also driving the low-pressure shaft motor 33. Finally, the shaft connects the five ducted fans on the left side together, which can also output shaft power. In practice, the shaft power is mainly output through these shafts.
[0050] Then, during cruise, the clutches play a key role. There are two low-pressure shaft clutches on the low-pressure connecting shaft 31. One of the low-pressure shaft clutches, 16, is disengaged, and the low-pressure shaft motor 33 is in the generator working mode. The low-pressure shaft motor 33 generates electricity and drives the five motors to rotate. This is the working mode of cruise mode.
[0051] The specific operation process of the dual-mode distributed propulsion hybrid aero-engine described in this invention is as follows:
[0052] Air first enters the low-pressure compressor 18, then the high-pressure compressor 21, then the combustion chamber 38, then the high-pressure turbine 29 and the low-pressure turbine 30 in sequence, and finally enters the nozzle 34. The high-pressure connecting shaft 25 is connected to the transmission 24, which can transfer power to the low-pressure connecting shaft 31, or the low-pressure connecting shaft 31 can also transfer power to the high-pressure connecting shaft 25 through the transmission 24.
[0053] Both the high-pressure connecting shaft 25 and the low-pressure connecting shaft 31 are equipped with corresponding motors. The power of the high-pressure connecting shaft 25 can be transmitted not only from the high-pressure turbine 29 to the high-pressure compressor 21, but also to the high-pressure shaft motor 28. The power of the low-pressure turbine 30 can also be transmitted to the low-pressure compressor 18 and the low-pressure shaft motor 33.
[0054] During cruise, the low-pressure shaft motor 33 is not operating, and the first low-pressure shaft clutch 16 is not functioning. Power on the low-pressure connecting shaft 31 is transmitted to the five ducted fans, propelling the aircraft forward. The second low-pressure clutch 32 engages, meaning the shaft is disconnected. At this time, the power on the low-pressure connecting shaft 31 is primarily transmitted to the low-pressure shaft motor 33. The low-pressure shaft motor 33, through the energy management system 37 and the bidirectional AC / DC system, transmits the power to the electric motor. In this case, the electric motor transmits the power to the shaft, and then to the five ducted fans.
[0055] The embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.
Claims
1. A dual-mode distributed propulsion aero-hybrid engine, characterized in that: This includes the energy management system (37), AC / DC system (36), aircraft propulsion system, and fuel delivery system. The aircraft propulsion system includes several ducted fans, several electric motors, several bevel gears, a first low-pressure shaft clutch (16), a reducer (17), a low-pressure compressor (18), a high-pressure compressor (21), a high-pressure connecting shaft (25), a high-pressure shaft motor (28), a high-pressure turbine (29), a low-pressure turbine (30), a low-pressure connecting shaft (31), a second low-pressure shaft clutch (32), a low-pressure shaft motor (33), and a nozzle (34); The low-pressure compressor (18) is connected to the low-pressure turbine (30) via a low-pressure connecting shaft (31). A first low-pressure shaft clutch (16), a reducer (17), a second low-pressure shaft clutch (32), and a low-pressure shaft motor (33) are sequentially mounted on the shaft from front to back. The first low-pressure shaft clutch (16) is positioned before the low-pressure compressor (18). The high-pressure compressor (21) is connected to the high-pressure turbine (29) via a high-pressure connecting shaft (25). A high-pressure shaft motor (28) is mounted on the high-pressure connecting shaft (25). The low-pressure turbine (30) is connected to the nozzle (34). A first bevel gear (19) is provided on the low-pressure connecting shaft (31) to transmit torque to the shaft where the fourth bevel gear (23) is located via the second bevel gear (20), and then to the high-pressure connecting shaft (25) via the third bevel gear (22). Alternatively, the torque of the high-pressure connecting shaft (25) can be transmitted in the reverse direction to the low-pressure connecting shaft (31) via the third bevel gear (22), the fourth bevel gear (23), the second bevel gear (20), and the first bevel gear (19). In generator mode, the high-voltage shaft motor (28) and the low-voltage shaft motor (33) transmit electrical energy to several motors, each motor driving a ducted fan, or the low-voltage connecting shaft (31) transmits shaft power through a reducer (17) and a first low-voltage shaft clutch (16) and a second low-voltage shaft clutch (32) to the corresponding shafts of several ducted fans through several bevel gears; A fifth bevel gear (26) is provided on the high-pressure connecting shaft (25) before the high-pressure turbine (29), which is connected to the sixth bevel gear (27) and the high-pressure shaft motor (28). A second low-pressure shaft clutch (32) is provided on the low-pressure connecting shaft (31) after the low-pressure turbine (30), which is connected to the low-pressure shaft motor (33). A gearbox (24) is provided between the second bevel gear (20) and the fourth bevel gear (23). The high-voltage shaft motor (28), the low-voltage shaft motor (33), and several motors are all connected to the AC / DC system (36), which is connected to the energy management system (37). The fuel delivery system includes a fuel tank (35) and a combustion chamber (38). Fuel flows out of the fuel tank (35), passes through a high-pressure shaft motor (28), a low-pressure shaft motor (33) and several electric motors, and exchanges heat with the electric motors before flowing into the combustion chamber (38).
2. The dual-mode distributed propulsion aero-hybrid engine according to claim 1, characterized in that: The low-pressure compressor (18) is connected via a low-pressure connecting shaft (31), a low-pressure turbine (30), a reducer (17), a first low-pressure shaft clutch (16), and subsequently a bevel gear, a second low-pressure clutch (32), and a low-pressure shaft motor (33).
3. The dual-mode distributed propulsion aero-hybrid engine according to claim 1, characterized in that: Several ducted fans are arranged in parallel and then connected to motors one by one on the same shaft. The energy on the shaft can come from the motor or from the low-voltage connecting shaft (31).
4. The dual-mode distributed propulsion aero-hybrid engine according to claim 1, characterized in that: The No. 1 low-pressure shaft clutch (16) and the No. 2 low-pressure shaft clutch (32) are respectively located at both ends of the low-pressure connecting shaft (31), and the reducer (17) is located after the low-pressure connecting shaft (31) to adjust the low-pressure shaft speed during engine operation to adapt to different operating conditions.
5. The dual-mode distributed propulsion aero-hybrid engine according to claim 1, characterized in that: The high-voltage shaft motor (28) and the low-voltage shaft motor (33) have two working modes: motor mode and generator mode. They can output shaft power or input shaft power to generate electricity.
6. The dual-mode distributed propulsion hybrid aero-engine according to claim 1, characterized in that: The AC / DC system (36) is a bidirectional AC / DC system, and the AC / DC system (36) is turned on in one direction during operation.
7. The dual-mode distributed propulsion aero-hybrid engine according to claim 6, characterized in that: When the rotational speed of the high-voltage connecting shaft (25) and the low-voltage connecting shaft (31) is higher than the set value, the AC / DC system (36) is turned on in the forward direction to store electrical energy in the energy management system; when the shaft rotational speed is lower than the set value, the AC / DC system (36) is turned on in the reverse direction, and the energy management system (37) provides electrical energy to the high-voltage connecting shaft (25) and the low-voltage connecting shaft (31) to increase their rotational speed.
8. The dual-mode distributed propulsion aero-hybrid engine according to claim 1, characterized in that: The transmission (24) is optimized according to the different speeds of the low-pressure connecting shaft (31) and the high-pressure connecting shaft (25), so that the engine power output is efficient and can achieve the best performance under different operating conditions.
9. The dual-mode distributed propulsion aero-hybrid engine according to any one of claims 1-7, characterized in that: The dual-mode distributed propulsion aero-engine has three execution modes:
1. All shaft power of several ducted fans is transmitted from the low-pressure connecting shaft (31), and the low-pressure shaft motor (33) and the high-pressure shaft motor (28) do not work; 2. All shaft power of several ducted fans is transmitted from the corresponding motor, and the low-pressure shaft motor (33) and the high-pressure shaft motor (28) are in generator mode; 3. Part of the shaft power of the ducted fans comes from the corresponding motor, and part comes from the power transmission of the low-pressure connecting shaft (31).
10. The dual-mode distributed propulsion aero-hybrid engine according to claim 9, characterized in that: In the above three modes, the low-voltage shaft motor (33) and the high-voltage shaft motor (28) can transmit power between the low-voltage connecting shaft (31) and the high-voltage connecting shaft (25).