A dual shaft turboshaft engine

Abstract

This application relates to the field of electric motor technology and discloses a dual-shaft turboshaft engine, including an engine body and an electric motor. The engine body includes a first rotating shaft, a second rotating shaft, a first turbine, and a second turbine. The second rotating shaft is sleeved on the outside of the first rotating shaft. Along the axial direction of the first rotating shaft, the end of the first rotating shaft extends to the outside of the second rotating shaft, connecting the first turbine to the first rotating shaft. The second turbine is connected to the second rotating shaft. The electric motor is mounted on the engine body and includes an inner rotor, an outer rotor, and a middle rotor. The inner rotor is connected to the first rotating shaft, so that the inner rotor and the first rotating shaft rotate simultaneously. The outer rotor is coaxial with the inner rotor and is sleeved on the outside of the inner rotor. The outer rotor is connected to the second rotating shaft, so that the outer rotor and the second rotating shaft rotate simultaneously. The middle rotor is located between the inner rotor and the outer rotor and is coaxial with the inner rotor, so that a first air gap is formed between the middle rotor and the inner rotor, and a second air gap is formed between the middle rotor and the outer rotor.

Description

Technical Field

[0001] This application relates to the field of electric motor technology, and more particularly to a dual-shaft turboshaft engine. Background Technology

[0002] In eddy electric hybrid power systems, a dual-shaft turboshaft engine (consisting of a high-pressure rotor as a gas generator and a low-pressure rotor as a power output shaft) is a common power source. Related technologies utilize a single dual-rotor motor connected to both the high- and low-pressure shafts, leveraging the motor's reversibility to achieve both starting and power generation functions.

[0003] However, this existing technology has the following shortcomings: (1) During the operation of the dual rotor motor, when the working conditions of the dual rotor motor change, the electromagnetic resistance torque of the inner and outer rotors changes abruptly, which causes greater mechanical impact and vibration on the high and low pressure shafts of the engine, affecting the service life of the dual rotor motor.

[0004] (2) The circuit control system of the dual rotor motor has high requirements, and the fuel control system of the engine also has high requirements. Summary of the Invention

[0005] This application provides a dual-shaft turboshaft engine to reduce the mechanical shock and vibration of the motor and reduce the control requirements of the motor and engine body.

[0006] To achieve the above objectives, the main technical solutions adopted in this application include: This application provides a dual-shaft turboshaft engine, including an engine body and a motor. The engine body includes a first rotating shaft, a second rotating shaft, a first turbine, and a second turbine. The second rotating shaft is sleeved on the outside of the first rotating shaft, and the end of the first rotating shaft extends to the outside of the second rotating shaft along the axial direction of the first rotating shaft to connect the first turbine to the first rotating shaft. The second turbine is connected to the second rotating shaft. The motor includes an inner rotor, an outer rotor, and a middle rotor. The inner rotor is connected to the first rotating shaft, so that the inner rotor and the first rotating shaft rotate simultaneously. The outer rotor is coaxial with the inner rotor and is sleeved on the outside of the inner rotor. The outer rotor is connected to the second rotating shaft, so that the outer rotor and the second rotating shaft rotate simultaneously. The middle rotor is located between the inner rotor and the outer rotor, and is coaxial with the inner rotor, so that a first air gap is formed between the middle rotor and the inner rotor, and a second air gap is formed between the middle rotor and the outer rotor, thereby reducing the mechanical shock and vibration of the motor and improving the operating stability of the motor.

[0007] Furthermore, the intermediate rotor is a permanent magnet, the outer rotor is an electromagnet or a permanent magnet, and the inner rotor is an electromagnet or a permanent magnet; wherein at least one of the inner rotor and the outer rotor is an electromagnet, so as to switch the starting state of the motor by controlling the inner rotor or the outer rotor.

[0008] Furthermore, the outer rotor includes an outer rotor sleeve, an armature winding, a slip ring, and brushes. The armature winding is wound around the outer rotor. The slip ring is fixed to the outer rotor sleeve, and the brushes are connected to the armature winding through the slip ring, which facilitates the control of the outer rotor rotation by an external control circuit.

[0009] Furthermore, the outer rotor sleeve includes a winding sleeve, a first bearing housing, and a second bearing housing. Along the axial direction of the winding sleeve, the first bearing housing and the second bearing housing are respectively installed at both ends of the winding sleeve. The first bearing housing and the second bearing housing are rotatably connected to the intermediate rotor through two first bearings. The second bearing housing is connected to the second rotating shaft to improve the rotational stability of the outer rotor.

[0010] Furthermore, a winding post is formed on the side wall of the winding sleeve facing the central rotor, and the armature winding is wound on the winding post to improve the working stability of the motor.

[0011] Furthermore, along the axial direction of the intermediate rotor, the two ends of the intermediate rotor have a first connecting ring facing away from the engine body and a second connecting ring facing the engine body; the first connecting ring and the second connecting ring are respectively connected to the outer rotor through two first bearings; the first connecting ring and the second connecting ring are respectively connected to the inner rotor through two second bearings, so that there are a first air gap and a second air gap between the intermediate rotor and the inner rotor and the outer rotor, respectively.

[0012] Furthermore, the inner rotor includes an inner rotating shaft and a magnetic component, the magnetic component being mounted outside the inner rotating shaft, and the inner rotating shaft being connected to the first rotating shaft; the intermediate rotor is mounted on the inner rotating shaft via a second bearing, and the magnetic component is located between the inner rotating shaft and the intermediate rotor.

[0013] Furthermore, the motor also includes an overrunning clutch. The outer rotor is connected to the second shaft via the overrunning clutch, so that the outer rotor has a first state and a second state. When the outer rotor is in the first state, the outer rotor is connected to the second shaft via the overrunning clutch, so that the torque of the outer rotor is transmitted to the second shaft. When the outer rotor is in the second state, the outer rotor is separated from the second shaft via the overrunning clutch, so that the outer rotor rotates relative to the second shaft to meet the needs of different operating modes of the engine.

[0014] Furthermore, the overrunning clutch includes an outer ring, an inner ring, and a clutch assembly. The inner ring has a mounting groove, and the clutch assembly is mounted in the mounting groove. The outer ring is connected to the second rotating shaft, and the inner ring is connected to the outer rotor. When the outer rotor is in a first state, the clutch assembly is connected to the outer ring and the inner ring, so that the outer ring and the inner ring rotate simultaneously. When the outer rotor is in a second state, the clutch assembly is separated from the outer ring and the inner ring, so that the outer ring and the inner ring are separated, facilitating the connection of the outer rotor and the second rotating shaft through the overrunning clutch.

[0015] Furthermore, the clutch assembly includes a clutch spring, a clutch push rod, and a clutch roller. One end of the clutch spring is fixed to the inner wall of the mounting groove, and the clutch push rod is installed at the other end of the clutch spring. The clutch push rod is positioned towards the clutch roller so that it can drive the clutch roller to move, causing the clutch roller to abut or separate from the outer and inner rings, thereby changing the working state of the outer rotor through the clutch assembly.

[0016] The intermediate rotor isolates the inner and outer rotors. Under the action of the intermediate rotor's rotational inertia, its speed decreases to release kinetic energy when the load suddenly increases, and its speed increases to absorb kinetic energy when the load suddenly decreases. This reduces the sudden torque change of the intermediate rotor on the inner and outer rotors, buffers the electromagnetic torque fluctuations of the inner and outer rotors, reduces the mechanical shock and vibration of the motor, improves the motor's operating stability, and makes the power changes in the motor's starting mode and power generation mode smoother, reducing the control requirements of the motor and the main engine. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a cross-sectional view of the motor and engine body assembled as provided in this application.

[0019] Figure 2 yes Figure 1 The image shows a cross-sectional view of the motor.

[0020] Figure 3 This is a cross-sectional view of the assembled motor, overrunning clutch, and engine body provided in this application.

[0021] Figure 4 yes Figure 3 The cross-sectional view at point AA shown.

[0022] Explanation of reference numerals in the attached drawings: Engine body 1, first rotating shaft 101, second rotating shaft 102, first turbine 103, second turbine 104; Motor 2, inner rotor 201, inner shaft 2011, magnetic component 2012, outer rotor 202, outer rotor sleeve 2021, winding sleeve 20211, first bearing housing 20212, second bearing housing 20213, winding post 20214, first fold 20215, second fold 20216, armature winding 2022, slip ring 2023, brush 2024, intermediate rotor 203, first connecting ring 2031, second connecting ring 2032, first bearing 204, second bearing 205, first speed sensor 206, second speed sensor 207, overrunning clutch 208, outer ring 2081, inner ring 2082, mounting groove 20821, clutch spring 2083, clutch push rod 2084, clutch roller 2085, motor housing 209, third bearing 210; First air gap 3, second air gap 4. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0025] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0026] like Figure 1 and Figure 2As shown, as one implementation, this application provides a dual-shaft turboshaft engine, including an engine body 1 and a motor 2. The motor 2 is connected to the intake side of the engine body 1 and has a start-up mode and a power generation mode.

[0027] When motor 2 is in the starting mode, motor 2 works and drives engine body 1 to work, which is used to start engine body 1.

[0028] When motor 2 is in generator mode, the power of engine body 1 is transmitted to motor 2, and motor 2 generates electricity.

[0029] Specifically, the engine body 1 includes a first rotating shaft 101, a second rotating shaft 102, a first turbine 103, and a second turbine 104. The first rotating shaft 101 and the second rotating shaft 102 are coaxially arranged, and the second rotating shaft 102 is sleeved on the outside of the first rotating shaft 101. Along the axial direction of the first rotating shaft 101, the end of the first rotating shaft 101 extends to the outside of the second rotating shaft 102 to form an extension section. The first turbine 103 is located on the outside of the extension section so as to connect the first turbine 103 to the first rotating shaft 101. The first turbine 103 and the first rotating shaft 101 rotate simultaneously. The second turbine 104 is located on the outside of the second rotating shaft 102 and is connected to the second rotating shaft 102. The second turbine 104 and the second rotating shaft 102 rotate simultaneously.

[0030] It should be noted that the first turbine 103 is a free turbine, and the second turbine 104 is a high-pressure turbine.

[0031] The motor 2 includes an inner rotor 201, an outer rotor 202, and an intermediate rotor 203.

[0032] The inner rotor 201 is connected to the first rotating shaft 101, so that the inner rotor 201 and the first rotating shaft 101 rotate simultaneously.

[0033] The outer rotor 202 is coaxial with the inner rotor 201, and the outer rotor 202 is sleeved on the outside of the inner rotor 201. The outer rotor 202 is connected to the second rotating shaft 102, so that the outer rotor 202 and the second rotating shaft 102 rotate simultaneously.

[0034] The intermediate rotor 203 is located between the inner rotor 201 and the outer rotor 202, and is coaxial with the inner rotor 201. The intermediate rotor 203 isolates the inner rotor 201 and the outer rotor 202. Under the action of the rotational inertia of the intermediate rotor 203, when the load suddenly increases, its speed decreases to release kinetic energy, and when the load suddenly decreases, its speed increases to absorb kinetic energy. This reduces the sudden change in torque exerted by the intermediate rotor 203 on the inner rotor 201 and the outer rotor 202, buffers the electromagnetic torque fluctuations of the inner and outer rotors, reduces the mechanical shock and vibration of the motor, improves the operating stability of the motor 2, and makes the power changes in the motor starting mode and the power generation mode smoother, reducing the control requirements of the motor and the main body of the engine 1.

[0035] A first air gap 3 is formed between the intermediate rotor 203 and the inner rotor 201, and a second air gap 4 is formed between the intermediate rotor 203 and the outer rotor 202. By setting the first air gap 3 and the second air gap 4, the intermediate rotor 203 is separated from the inner rotor 201 and the outer rotor 202, thereby facilitating the buffering of electromagnetic torque fluctuations between the inner and outer rotors 202 by the intermediate rotor 203.

[0036] To more clearly illustrate the technical solution of this application, the following definitions are provided: Figure 1 The left and right directions are shown. The axis direction of the first rotating shaft 101 is... Figure 1 The left and right directions are shown.

[0037] In one implementation, the intermediate rotor 203 is a permanent magnet, the outer rotor 202 is an electromagnet or a permanent magnet, and the inner rotor 201 is an electromagnet or a permanent magnet; wherein at least one of the inner rotor 201 and the outer rotor 202 is an electromagnet.

[0038] In this implementation, the inner rotor 201 is a permanent magnet and the outer rotor 202 is an electromagnet.

[0039] In some other implementations, both the inner rotor 201 and the outer rotor 202 can be electromagnets.

[0040] It should be noted that this application describes the inner rotor 201 as a permanent magnet and the outer rotor 202 as an electromagnet.

[0041] like Figure 2 As shown, in one implementation, the outer rotor 202 includes an outer rotor sleeve 2021, an armature winding 2022, a slip ring 2023, and a brush 2024. The armature winding 2022 is wound around the outer rotor 202; the slip ring 2023 is fixed to the outer rotor sleeve 2021, and the brush 2024 is connected to the armature winding 2022 through the slip ring 2023.

[0042] The brush 2024 is connected to an external control circuit, which controls the direction of the magnetic poles generated by the armature winding 2022.

[0043] Optionally, the armature winding 2022 has multiple winding units, and the magnetic pole direction generated by the multiple winding units is parallel to the radial direction of the outer rotor 202. The operation of different winding units is controlled by an external control circuit, so that the magnetic pole direction generated by the armature winding 2022 is changed, thereby changing the angle between the magnetic pole direction generated by the armature winding 2022 and the magnetic pole direction of the inner rotor 201.

[0044] By changing the angle between the direction of the magnetic poles generated by the armature winding 2022 and the direction of the magnetic poles of the inner rotor 201, the motor 2 includes a first starting state and a second starting state. The first starting state is used to start the second shaft 102 of the engine body 1, and the second starting state is used to simultaneously start the first shaft 101 and the second shaft 102 of the engine body 1.

[0045] The angle between the magnetic pole direction of the outer rotor 202 (the magnetic pole direction generated by the armature winding 2022) and the magnetic pole direction of the inner rotor 201 is δ.

[0046] The magnetic pole direction of the outer rotor 202 is controlled so that δ=0° or 180°. At this time, the motor 2 is in the first starting state. At the same time, by controlling the current frequency on the armature winding 2022, the synchronous speed of the rotating magnetic field generated by the outer rotor 202 is kept consistent with the actual speed of the intermediate rotor 203. At this time, due to the initial angle difference between the inner rotor 201 and the intermediate rotor 203 during assembly, the magnetic pole direction of the outer rotor 202 forms an angle of nearly 90° with the magnetic pole direction of the intermediate rotor 203, so that the outer rotor 202 obtains the maximum driving torque, thereby causing the outer rotor 202 to drive the second shaft 102 to rotate. The second turbine 104 rotates at the same time. In this state, the inner rotor 201 is not affected by the electromagnetic torque and can rotate freely (at this time, the first turbine 103 has not been driven by the gas, the inner rotor has no active torque, and can passively follow or remain stationary).

[0047] It should be noted that during motor assembly, the magnetic poles of the inner rotor 201 and the magnetic poles of the intermediate rotor 203 have a fixed initial angular difference (e.g., 90° electrical angle) in the circumferential direction. When the motor 2 is in the first starting state, the magnetic pole direction of the outer rotor 202 is adjusted by the control circuit so that the angle δ between the magnetic pole direction of the outer rotor 202 and the current magnetic pole direction of the inner rotor 201 is 0°. Due to the existence of the initial angular difference, the magnetic pole direction of the outer rotor 202 naturally forms an angle close to 90° with the magnetic pole of the intermediate rotor 203, thereby generating a large starting torque to drive the outer rotor 202 to rotate. During startup, the inner rotor 201 can rotate freely with the first shaft 101 (at this time, the first turbine 103 is not yet driven by the gas, the inner rotor has no active torque, and can passively follow or remain stationary), causing the magnetic pole direction of the inner rotor 201 to change accordingly. By detecting the position of the inner rotor 201 in real time, the control circuit dynamically adjusts the current phase of the outer rotor 202, so that the angle δ between the magnetic pole direction of the outer rotor 202 and the magnetic pole direction of the inner rotor 201 is always kept at 0°. Although the angle between the magnetic pole direction of the outer rotor 202 and the magnetic pole direction of the intermediate rotor 203 will deviate from 90° due to the rotation of the inner rotor, since the intermediate rotor 203 has a certain moment of inertia and its speed changes slowly, the range of change of this angle is still within the acceptable electromagnetic torque output range. Therefore, the outer rotor 202 can continuously obtain sufficient driving torque.

[0048] Control the magnetic pole direction of the outer rotor 202 so that 0°≤δ≤90°. At this time, the motor 2 is in the second starting state. The inner rotor 201 is subjected to the positive torque of the outer rotor 202, and the outer rotor 202 is subjected to the reaction torque generated by the inner rotor 201 and the intermediate rotor 203.

[0049] Furthermore, when motor 2 is in the second starting state, by controlling the magnetic pole direction of the outer rotor 202, the magnitude of δ is changed, thereby changing the torque of the inner rotor 201. Specifically, the torque formula for the inner rotor 201 is T. inner =T max *sinδ.

[0050] Among them, T max This is the maximum torque on the inner rotor 201, that is, the maximum torque is the torque on the inner rotor 201 when δ=90°; T inner The torque of the inner rotor 201 is given under different included angle conditions.

[0051] By offering two starting states, the engine's different starting requirements can be met, thus increasing the engine's usage scenarios.

[0052] like Figure 2As shown, in one implementation, the outer rotor sleeve 2021 includes a winding sleeve 20211, a first bearing seat 20212, and a second bearing seat 20213. Along the axial direction of the winding sleeve 20211, the first bearing seat 20212 and the second bearing seat 20213 are respectively installed at both ends of the winding sleeve 20211.

[0053] The motor 2 also includes a motor housing 209. The first bearing housing 20212 and the second bearing housing 20213 are respectively connected to the motor housing 209 through two third bearings 210, which improves the connection stability between the outer rotor sleeve 2021 and the motor housing 209, thereby improving the rotational stability of the outer rotor 202.

[0054] The first bearing housing 20212 and the second bearing housing 20213 are rotatably connected to the intermediate rotor 203 through two first bearings 204, so that the outer rotor 202 and the intermediate rotor 203 are spaced apart to form a second air gap 4, and the rotational stability of the outer rotor 202 relative to the intermediate rotor 203 is improved.

[0055] The second bearing housing 20213 is connected to the second rotating shaft 102 of the engine body 1, so that the second rotating shaft 102 is connected to the outer rotor 202.

[0056] As one implementation, a winding post 20214 is formed on the side wall of the winding sleeve 20211 facing the intermediate rotor 203. That is, the winding post 20214 is located on the inner side wall of the winding sleeve 20211, and the armature winding 2022 is wound on the winding post 20214. This reduces the distance between the magnetic field generated by the armature winding 2022 and the intermediate rotor 203 and the inner rotor 201, thereby reducing the impact of the components of the motor 2 on the magnetic field generated by the armature winding 2022 and improving the working stability of the motor 2.

[0057] As one implementation, a first bend 20215 is formed on the first bearing housing 20212, and a winding gap is formed between the first bend 20215 and the winding post 20214. At least a portion of the armature winding 2022 is located within the winding gap. The first bend 20215 protects the armature winding 2022 and improves the service life of the motor 2.

[0058] Similarly, a second bend 20216 is formed on the second bearing housing 20213, and a winding gap is also formed between the second bend 20216 and the winding post 20214. At least a portion of the armature winding 2022 is located within the winding gap. The armature winding 2022 is protected by the second bend 20216, thereby improving the service life of the motor 2.

[0059] The end of the slip ring 2023 facing the winding sleeve 20211 is fixedly connected to the first fold 20215.

[0060] like Figure 2 As shown, in one implementation, along the axial direction of the intermediate rotor 203, the intermediate rotor 203 has a first connecting ring 2031 and a second connecting ring 2032. The first connecting ring 2031 is located at the end of the intermediate rotor 203 away from the engine body 1, and the second connecting ring 2032 is located at the end of the intermediate rotor 203 facing the engine body 1.

[0061] First bearings 204 are respectively installed on the outer sides of the first connecting ring 2031 and the second connecting ring 2032, so that the first connecting ring 2031 and the second connecting ring 2032 are connected to the outer rotor 202 through the two first bearings 204.

[0062] Second bearings 205 are respectively installed on the inner sides of the first connecting ring 2031 and the second connecting ring 2032, so that the first connecting ring 2031 and the second connecting ring 2032 are respectively connected to the inner rotor 201 through the two second bearings 205.

[0063] The first bearing 204 creates a second air gap 4 between the intermediate rotor 203 and the outer rotor 202, ensuring rotational stability of the relative rotation of the intermediate rotor 203 and the outer rotor 202; the second bearing 205 creates a first air gap 3 between the intermediate rotor 203 and the inner rotor 201, ensuring rotational stability of the relative rotation of the intermediate rotor 203 and the inner rotor 201.

[0064] like Figure 2 As shown, in one implementation, the motor 2 also includes a first speed sensor 206, which is positioned toward the outer rotor 202 and detects the speed of the outer rotor 202.

[0065] As one implementation method, the intermediate rotor 203 can be made of permanent magnet material, or the intermediate rotor 203 can be made of permanent magnet by fixing permanent magnet material on the intermediate rotor 203.

[0066] like Figure 2 As shown, in one implementation, the inner rotor 201 includes an inner rotating shaft 2011 and a magnetic component 2012. The magnetic component 2012 is mounted outside the inner rotating shaft 2011, and the inner rotating shaft 2011 is connected to the first rotating shaft 101. The intermediate rotor 203 is mounted on the inner rotating shaft 2011 via the second bearing 205. The magnetic component 2012 is located between the inner rotating shaft 2011 and the intermediate rotor 203, which facilitates the connection between the inner rotor 201 and the intermediate rotor 203.

[0067] As one implementation, the motor 2 also includes a second speed sensor 207, which is positioned toward the inner rotating shaft 2011 and detects the rotational speed of the inner rotating shaft 2011.

[0068] The second speed sensor 207 and the first speed sensor 206 are arranged radially along the inner rotor 201 and are fixedly mounted on the motor housing 209 by a connecting bracket.

[0069] like Figure 3 and Figure 4 As shown, in one implementation, the motor 2 also includes an overrunning clutch 208, through which the outer rotor 202 is connected to the second shaft 102, so that the outer rotor 202 has a first state and a second state.

[0070] When the outer rotor 202 is in the first state, the outer rotor 202 is connected to the second shaft 102 through the overrunning clutch 208 so that the torque of the outer rotor 202 is transmitted to the second shaft 102. When the outer rotor 202 is in the second state, the outer rotor 202 is separated from the second shaft 102 by the overrunning clutch 208, so that the outer rotor 202 rotates relative to the second shaft 102.

[0071] In this implementation, when the motor 2 is in the start-up mode, the outer rotor 202 is in the first state, so that the torque on the outer rotor 202 is transmitted to the second rotating shaft 102.

[0072] When the motor 2 is in the power generation mode, the outer rotor 202 is in the second state, which separates the outer rotor 202 from the second shaft 102. In the power generation mode, the outer rotor 202 is not energized, and the inner rotor 201 rotates under the action of the first shaft 101. The rotating magnetic field generated by the permanent magnet of the inner rotor 201 induces an electromotive force in the armature winding 2022 of the outer rotor 202, thereby generating a current in the armature winding 2022.

[0073] It should be noted that the outer rotor 202 can be directly connected to the second rotating shaft 102, or it can be connected through the overrunning clutch 208.

[0074] As one implementation method, the overrunning clutch 208 in this application is a one-way overrunning clutch.

[0075] like Figure 4 As shown, in one implementation, the overrunning clutch 208 includes an outer ring 2081, an inner ring 2082, and a clutch assembly. The inner ring 2082 has a mounting groove 20821, and the clutch assembly is mounted in the mounting groove 20821. The outer ring 2081 is connected to the second rotating shaft 102, and the inner ring 2082 is connected to the outer rotor 202. The outer ring 2081 is sleeved on the outside of the inner ring 2082, and the outer ring 2081 and the inner ring 2082 can rotate relative to each other.

[0076] When the outer rotor 202 is in the first state, the clutch assembly is connected to the outer ring 2081 and the inner ring 2082 so that the outer ring 2081 and the inner ring 2082 rotate simultaneously. When the outer rotor 202 is in the second state, the clutch assembly is disengaged from the outer ring 2081 and the inner ring 2082, so that the outer ring 2081 and the inner ring 2082 are separated.

[0077] As one implementation method, before the outer ring 2081 of the overrunning clutch separates from the inner ring 2082, the outer rotor 202 rotates at a speed of N. rotor The rotational speed of the second rotating shaft 102 is N. H N rotor =N H When the second shaft 102 reaches the ignition speed, the combustion chamber ignites, and the second turbine 104 outputs power, causing the second shaft 102 to accelerate under the combined action of the outer rotor 202 and the second turbine 104. When the second shaft 102 reaches the disengagement speed, the motor 2 is de-energized, and the second shaft 102 rotates under the action of the second turbine 104. After the motor 2 is de-energized, the inner rotor 201 rotates with the first shaft 101, causing the rotating magnetic field generated by the permanent magnet of the inner rotor 201 to induce an electromotive force in the armature winding 2022 of the outer rotor 202, thereby generating a current in the outer rotor 202. After this, the motor 2 enters the power generation mode.

[0078] It should be noted that both the ignition speed and the disengagement speed are preset speed values ​​for the engine body 1.

[0079] Motor 2 is in generator mode. The outer ring 2081 of the overrunning clutch is disengaged from the inner ring 2082. The armature winding 2022 generates an induced current under the action of the inner rotor 201. Under the action of the inner rotor 201, the outer rotor 202 rotates. The electromagnetic transmission ratio between the inner rotor 201 and the outer rotor 202 is k, which satisfies: k < min (N H / N L ), where N H N is the rotational speed of the second shaft 102. L Given the rotational speed of the first shaft 101, the rotational speed of the outer rotor 202 at this time satisfies: N rotor =k⋅N L .

[0080] To ensure that the outer ring 2081 and inner ring 2082 of the overrunning clutch 208 remain separated in the generator mode of motor 2, the following condition must be met: 0.8 < k < 1.2.

[0081] By setting the above, the electromagnetic transmission ratio between the inner rotor 201 and the outer rotor 202 is avoided to be too small, the speed of the outer rotor 202 is increased, thereby improving the power generation efficiency of the motor 2.

[0082] By setting the above, the electromagnetic transmission ratio between the inner rotor 201 and the outer rotor 202 is avoided to be too large, ensuring that the motor 2 is in the power generation state, and that the outer ring 2081 and the inner ring 2082 of the overrunning clutch 208 are always in a disengaged state, thereby improving the disengagement reliability of the outer ring 2081 and the inner ring 2082 and improving the operating stability of the engine.

[0083] When motor 2 is in generator mode, the outer rotor 202 is separated from the second shaft 102. The outer rotor 202 rotates with the inner rotor 201 via electromagnetic coupling. The rotational speed of the outer rotor 202 satisfies: N rotor =k⋅N L This ensures that the overrunning clutch 208 is disengaged, so that the outer rotor 202 remains in the second state.

[0084] As one implementation, the clutch assembly includes a clutch spring 2083, a clutch push rod 2084, and a clutch roller 2085. One end of the clutch spring 2083 is fixed to the inner wall of the mounting groove 20821, and the clutch push rod 2084 is installed on the other end of the clutch spring 2083. The clutch push rod 2084 is positioned towards the clutch roller 2085 so that the clutch roller 2085 can be moved by the clutch push rod 2084, so that the clutch roller 2085 abuts against or separates from the outer ring 2081 and the inner ring 2082.

[0085] The clutch spring 2083 is used to apply elastic force to the clutch roller 2085, so that the clutch roller 2085 normally abuts against the outer ring 2081 and the inner ring 2082 respectively, reducing the impact and idle stroke when the motor 2 starts. At least part of the clutch push rod 2084 extends into the clutch spring 2083 to guide the deformation of the clutch spring 2083, so that the elastic force of the clutch spring 2083 can be stably applied to the clutch roller 2085. The clutch roller 2085 is used to lock or separate the outer ring 2081 and the inner ring 2082.

[0086] When the clutch roller 2085 abuts against the outer ring 2081 and the inner ring 2082, the outer rotor 202 is in the first state; when the clutch roller 2085 disengages from the outer ring 2081 and the inner ring 2082, the outer rotor 202 is in the second state.

[0087] It should be noted that when the motor 2 is in the starting mode, the clutch roller 2085 is in contact with the outer ring 2081 and the inner ring 2082. When the motor 2 is in the generating mode, the clutch roller 2085 is separated from the outer ring 2081 and the inner ring 2082.

[0088] It should be further explained that the rotating magnetic field generated by the permanent magnet of the inner rotor 201 induces an electromotive force in the armature winding 2022 of the outer rotor 202, causing an induced current in the armature winding 2022. This induced current in the armature winding 2022 creates a magnetic field, generating a reaction torque on the intermediate rotor 203 and the inner rotor 201. Furthermore, since the motor 2 is in generator mode, the clutch roller 2085 is disengaged from the outer ring 2081 and the inner ring 2082, and the rotation of the outer rotor 202 is unaffected by the rotation of the second shaft 102, nor does it affect the rotation of the second shaft 102. The working principle of the twin-shaft turboshaft engine is as follows: When the dual-shaft turboshaft engine is stopped, the motor 2 is energized, putting the motor 2 into start-up mode. Current flows through the armature winding 2022 of the outer rotor 202, causing the outer rotor 202 to generate a rotating magnetic field. The magnetic field of the outer rotor 202 interacts with the permanent magnet of the intermediate rotor 203, driving the outer rotor 202 to rotate. The outer rotor 202 drives the second shaft 102 to rotate through the overrunning clutch 208, thereby driving the second turbine 104 to rotate.

[0089] As the speed of the second turbine 104 increases, the engine block 1 provides fuel, further increasing the speed of the second turbine 104 until the speed of the second shaft 102 exceeds the speed of the outer rotor 202. Due to the one-way transmission characteristic of the overrunning clutch 208, when the speed of the outer ring 2081 exceeds the speed of the inner ring 2082, the outer ring 2081 and the inner ring 2082 of the overrunning clutch 208 disengage, the second shaft 102 is mechanically disconnected from the outer rotor 202, and the motor 2 switches to generator mode.

[0090] When motor 2 is in power generation mode, the first turbine 103 rotates under the drive of the gas discharged from the second turbine 104, causing the first shaft 101 to rotate, and the inner rotor 201 rotates synchronously. The rotating magnetic field generated by the permanent magnet of the inner rotor 201 induces an electromotive force in the armature winding 2022 of the outer rotor 202, thereby generating current and realizing power generation. At this time, the induced current also generates a reaction torque, but since the outer ring 2081 and inner ring 2082 of the overrunning clutch 208 are in a disengaged state, the outer rotor 202 can rotate freely. This reaction torque only affects the speed of the outer rotor 202 and is not transmitted to the second shaft 102, so it does not affect the normal operation of the high-voltage shaft.

[0091] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A twin-shaft turboshaft engine, characterized in that, include: The engine body (1) includes a first rotating shaft (101), a second rotating shaft (102), a first turbine (103), and a second turbine (104). The second rotating shaft (102) is sleeved on the outside of the first rotating shaft (101). Along the axial direction of the first rotating shaft (101), the end of the first rotating shaft (101) extends to the outside of the second rotating shaft (102) to connect the first turbine (103) to the first rotating shaft (101). The second turbine (104) is connected to the second rotating shaft (102). Motor (2), the motor (2) is mounted on the engine body (1); The motor (2) includes: An inner rotor (201) is connected to the first rotating shaft (101) so that the inner rotor (201) and the first rotating shaft (101) rotate simultaneously; An outer rotor (202) is coaxial with the inner rotor (201) and is sleeved on the outside of the inner rotor (201). The outer rotor (202) is connected to the second rotating shaft (102) so that the outer rotor (202) and the second rotating shaft (102) rotate simultaneously. An intermediate rotor (203) is located between the inner rotor (201) and the outer rotor (202), and the intermediate rotor (203) is coaxial with the inner rotor (201), such that a first air gap (3) is formed between the intermediate rotor (203) and the inner rotor (201), and a second air gap (4) is formed between the intermediate rotor (203) and the outer rotor (202).

2. The twin-shaft turboshaft engine according to claim 1, characterized in that, The intermediate rotor (203) is a permanent magnet, the outer rotor (202) is an electromagnet or a permanent magnet, and the inner rotor (201) is an electromagnet or a permanent magnet; At least one of the inner rotor (201) and the outer rotor (202) is an electromagnet.

3. The twin-shaft turboshaft engine according to claim 1, characterized in that, The outer rotor (202) includes an outer rotor sleeve (2021), an armature winding (2022), a slip ring (2023) and a brush (2024), wherein the armature winding (2022) is wound around the outer rotor (202). The slip ring (2023) is fixed to the outer rotor sleeve (2021), and the brush (2024) is connected to the armature winding (2022) through the slip ring (2023).

4. The twin-shaft turboshaft engine according to claim 3, characterized in that, The outer rotor sleeve (2021) includes a winding sleeve (20211), a first bearing seat (20212), and a second bearing seat (20213). Along the axial direction of the winding sleeve (20211), the first bearing seat (20212) and the second bearing seat (20213) are respectively installed at both ends of the winding sleeve (20211). The first bearing housing (20212) and the second bearing housing (20213) are rotatably connected to the intermediate rotor (203) via two first bearings (204); The second bearing housing (20213) is connected to the second rotating shaft (102).

5. The twin-shaft turboshaft engine according to claim 4, characterized in that, The winding sleeve (20211) has a winding post (20214) formed on the side wall facing the intermediate rotor (203), and the armature winding (2022) is wound on the winding post (20214).

6. The twin-shaft turboshaft engine according to claim 1, characterized in that, Along the axial direction of the intermediate rotor (203), the two ends of the intermediate rotor (203) have a first connecting ring (2031) facing away from the engine body (1) and a second connecting ring (2032) facing the engine body (1). The first connecting ring (2031) and the second connecting ring (2032) are respectively connected to the outer rotor (202) through two first bearings (204); The first connecting ring (2031) and the second connecting ring (2032) are respectively connected to the inner rotor (201) through two second bearings (205).

7. The twin-shaft turboshaft engine according to claim 1, characterized in that, The inner rotor (201) includes an inner rotating shaft (2011) and a magnetic component (2012), the magnetic component (2012) being mounted outside the inner rotating shaft (2011), and the inner rotating shaft (2011) being connected to the first rotating shaft (101); The intermediate rotor (203) is mounted on the inner shaft (2011) via a second bearing (205), and the magnetic component (2012) is located between the inner shaft (2011) and the intermediate rotor (203).

8. The twin-shaft turboshaft engine according to claim 1, characterized in that, The motor (2) further includes an overrunning clutch (208), through which the outer rotor (202) is connected to the second rotating shaft (102) to allow the outer rotor (202) to have a first state and a second state. When the outer rotor (202) is in the first state, the outer rotor (202) is connected to the second shaft (102) through the overrunning clutch (208) so that the torque of the outer rotor (202) is transmitted to the second shaft (102). When the outer rotor (202) is in the second state, the outer rotor (202) is separated from the second shaft (102) by the overrunning clutch (208) so that the outer rotor (202) rotates relative to the second shaft (102).

9. The twin-shaft turboshaft engine according to claim 8, characterized in that, The overrunning clutch (208) includes an outer ring (2081), an inner ring (2082), and a clutch assembly. A mounting groove (20821) is formed in the inner ring (2082), and the clutch assembly is mounted in the mounting groove (20821). The outer ring (2081) is connected to the second rotating shaft (102), and the inner ring (2082) is connected to the outer rotor (202); When the outer rotor (202) is in the first state, the clutch assembly is connected to the outer ring (2081) and the inner ring (2082) so that the outer ring (2081) and the inner ring (2082) rotate simultaneously; When the outer rotor (202) is in the second state, the clutch assembly is disengaged from the outer ring (2081) and the inner ring (2082) to separate the outer ring (2081) and the inner ring (2082).

10. The twin-shaft turboshaft engine according to claim 9, characterized in that, The clutch assembly includes a clutch spring (2083), a clutch push rod (2084), and a clutch roller (2085). One end of the clutch spring (2083) is fixed to the inner wall of the mounting groove (20821). The clutch push rod (2084) is installed on the other end of the clutch spring (2083). The clutch push rod (2084) is positioned towards the clutch roller (2085) so that the clutch roller (2085) can be moved by the clutch push rod (2084), causing the clutch roller (2085) to abut or separate from the outer ring (2081) and the inner ring (2082).

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