Variable-mode oil-electric hybrid aero-engine

Abstract

The utility model provides a variable-mode oil-electricity hybrid aero-engine. The variable-mode oil-electricity hybrid aero-engine comprises an air inlet channel, an air compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, an electric pushing system, an inner casing, an outer casing and an adjusting structure. The air inlet channel is used for introducing air. The inner casing is located in the outer casing, and an outer duct for air circulation of the outer duct is formed between the outer casing and the inner casing. The gas compressor, the combustion chamber, the high-pressure turbine and the low-pressure turbine are located in the inner casing, and an inner duct allowing inner duct gas to circulate is arranged in the inner casing. The electric pushing system is connected with the low-pressure turbine and used for converting part of mechanical work of the low-pressure turbine into electric energy to generate pushing force. The adjusting structure is located at the rear end of the air inlet channel, and the adjusting structure is configured to selectively enable incoming flow air in the air inlet channel to enter the outer duct so as to adjust the flow of the inner duct gas and the flow of the outer duct gas. The aero-engine can adjust the bypass ratio.

Description

TECHNICAL FIELD

[0001] The utility model relates to an aero-engine, especially to a variable mode oil-electricity hybrid aero-engine. BACKGROUND

[0002] The aviation hybrid electric propulsion technology introduces energy storage systems and motor systems on the basis of traditional engines to provide energy for the propeller and drive it to generate thrust. This technology can improve the equivalent bypass ratio and reduce the fuel consumption rate, and can integrate the advantages of high energy density of gas turbines and high energy use efficiency of electric power systems, and is considered as an important symbol of the "third era" of the aviation industry.

[0003] At present, in the engine design aspect, the traditional turbofan engine has developed to a high technical level, and it is a great challenge to further improve the propulsion efficiency and thermal efficiency of the engine. On the one hand, the current engine component efficiency has reached a high level, and further improving the efficiency of the component will face great challenges in aerodynamic design, material processing, etc. On the other hand, the way of increasing the fan size to improve the propulsion efficiency has reached a bottleneck, and the aerodynamic resistance and weight increase of the nacelle basically offset the energy saving benefits brought by the improvement of the propulsion efficiency. In addition, when the fan size is increased, the rotation speed must be reduced to ensure its aerodynamic performance, which aggravates the problem of mismatch between the fan rotation speed and the low-pressure turbine rotation speed. Therefore, compared with the traditional gas turbine, the hybrid electric propulsion technology becomes a new power form. The hybrid electric aero-engine realizes the application of single or multiple energy through the introduction of an electric power system to drive the propeller to generate thrust.

[0004] Since the battery, motor technology and reliability level cannot meet the propulsion requirements of narrow-body passenger aircraft, the engine will still be the main power source of the hybrid electric aero-engine, so the performance of the engine will directly affect the future development and application of the hybrid electric propulsion technology. In addition, realizing the flexible switching and dynamic compensation between electric propulsion and turbofan engine propulsion can reduce the risk brought by the low reliability of the battery and motor system to a certain extent, which is very important for improving the safety of the hybrid electric propulsion system, and will also affect the future development and application of the hybrid electric propulsion technology.

[0005] However, in terms of switching between oil-electricity two propulsion modes, the current related technology mainly focuses on parallel, series, and turboelectricity three configurations, which cannot realize the dynamic compensation of the two propulsion modes under the condition of failure of a certain electric propulsion system. Due to the immaturity of the battery and motor technology, it will inevitably affect the safety of flight. UTILITY MODEL CONTENTS

[0006] The utility model aims at providing a variable mode oil-electricity hybrid aero-engine, which can adjust the equivalent bypass ratio.

[0007] The utility model discloses a mode of a kind of variable oil-electricity hybrid aeroengine, including air intake, compressor, combustion chamber, high pressure turbine, low pressure turbine, electric push system, inner casing, outer casing and adjusting structure;Wherein, the air intake is used to introduce air;The inner casing is located in the outer casing, and the outer casing and the inner casing form the outer channel for the flow of outer-duct gas between the inner casing;The compressor, the combustion chamber, the high pressure turbine and the low pressure turbine are located in the inner casing, and the inner casing has the inner channel for the flow of inner-duct gas in the inner casing;The electric push system is connected with the low pressure turbine, and the electric push system is used to convert a part of the mechanical work of the low pressure turbine into electric energy to generate thrust;The adjusting structure is located at the rear end of the air intake, and the adjusting structure is configured to selectively let the incoming flow air in the air intake enter the outer channel to adjust the flow of inner-duct gas and outer-duct gas.

[0008] In an embodiment, the adjusting structure is an air intake adjusting valve;The air intake adjusting valve is configured to distribute the flow ratio of inner-duct gas and outer-duct gas by adjusting the opening degree.

[0009] In an embodiment, at least part of the air intake adjusting valve is connected with the outer casing;At least part of the air intake adjusting valve is configured to be selectively connected with the air intake end of the inner casing;The air intake adjusting valve includes a closed state and an open state;In the closed state, the air intake adjusting valve is connected with the air intake end of the inner casing;In the open state, at least part of the air intake adjusting valve is disconnected with the air intake end of the inner casing.

[0010] In an embodiment, the electric push system includes a generator, a cable and a distributed electric propulsion unit;The cable connects the generator and the distributed electric propulsion unit, and the generator is connected with the low pressure turbine;The generator is used to convert a part of the mechanical work of the low pressure turbine into electric energy, and the electric energy is transmitted to the distributed electric propulsion unit through the cable, and then thrust is generated.

[0011] In an embodiment, the distributed electric propulsion unit includes a propulsion motor and a duct fan;The cable connects the generator and the propulsion motor, and the propulsion motor is connected with the duct fan;The propulsion motor is used to drive the duct fan to rotate to generate thrust.

[0012] In an embodiment, a low pressure shaft is further included;The low pressure shaft connects the low pressure turbine and the generator;The low pressure shaft is used to transmit a part of the mechanical work of the low pressure turbine to the generator.

[0013] In an embodiment, a turbine tip fan is also included; the turbine tip fan is connected with the low pressure turbine, and is located in the outer channel; the turbine tip fan is used to convert part of the low pressure turbine into kinetic energy, and to pressurize the outer channel air.

[0014] In an embodiment, the turbine tip fan has a tenon structure, and the turbine rotor crown of the low pressure turbine has a mortise structure; the tenon structure cooperates with the mortise structure to realize the connection of the turbine tip fan and the low pressure turbine.

[0015] In an embodiment, a labyrinth is also included; the labyrinth compresses the fan turbine aerodynamic connection surface of the inner casing to realize sealing.

[0016] The variable mode oil-electric hybrid aero-engine can adjust the air flow in the inner channel and the outer channel through the adjusting structure, thereby realizing the adjustment of the channel ratio, can adjust the inner and outer channel air flow through the adjusting structure according to the thrust demand of different flight stages, and can change the thrust ratio under the oil-electric two propulsion modes, realizes the switching and complementation of the two propulsion modes, makes the propulsion mode more efficient and flexible, improves the system safe operation ability, realizes safer flight. BRIEF DESCRIPTION OF DRAWINGS

[0017] The above and other features, properties and advantages of the present application will become more apparent through the following description with reference to the drawings and embodiments, in which:

[0018] Figure 1 is a schematic view of an embodiment of the variable mode oil-electric hybrid aero-engine according to the present application;

[0019] Figure 2 is a detail enlarged view of the turbine tip fan as shown in Figure 1

[0020] Figure 3 is a relationship diagram of the fuel consumption rate, the thrust and the outer channel / inner channel air ratio of the variable mode oil-electric hybrid aero-engine according to the present application. Figure 1 DETAILED DESCRIPTION

[0021] ​​Reference will now be made in detail to the embodiments of the present application, one or more examples of which are shown in the drawings. Each example is provided by way of explanation of the present application, not limitation of the present application. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the scope or spirit of the present application. For instance, features illustrated or described as part of one embodiment, can be used with another embodiment to yield still a further embodiment. Thus, it is intended that the present application covers modifications and variations of this application provided they come within the scope of the appended claims and their equivalents.

[0022] As used herein, the term "hybrid electric propulsion" is a new power form based on traditional gas turbine, introducing electric power system to realize single or multiple energy application, jointly driving propeller to generate thrust.

[0023] Figure 1 An embodiment of the variable mode oil-electric hybrid aero-engine of the present application is shown. As shown in the figure, the variable mode oil-electric hybrid aero-engine of the present application comprises an air inlet 10, a compressor 40, a combustion chamber 50, a high-pressure turbine 60, a low-pressure turbine 70, an electric propulsion system 200, an inner casing 22, an outer casing 21, and an adjusting structure. The air inlet 10 is used to introduce external air. The inner casing 22 is located in the outer casing 21, and the outer casing 21 and the inner casing 22 form an outer channel 31 for the flow of outer-duct gas. Figure 1

[0024] The compressor 40, the combustion chamber 50, the high-pressure turbine 60, and the low-pressure turbine 70 are located in the inner casing 22, and the compressor 40, the combustion chamber 50, and the high-pressure turbine 60 are connected through a high-pressure shaft 81. The low-pressure turbine 70 can also be referred to as a power turbine, and the high-pressure turbine 60 is aerodynamically connected with the low-pressure turbine 70. The inner casing 22 has an inner channel 32 for the flow of inner-duct gas.

[0025] The electric propulsion system 200 is connected with the low-pressure turbine 70, and the electric propulsion system 200 is used to convert part of the mechanical work of the low-pressure turbine 70 into electric energy to generate thrust.

[0026] The adjusting structure is located at the rear end of the air inlet 10, and the adjusting structure is configured to selectively allow the incoming flow air in the air inlet 10 to enter the outer channel 31, so as to adjust the flow rates of the inner-duct gas and the outer-duct gas.

[0027] ​The variable mode oil-electric hybrid aero-engine adjusts the flow of the air circulating in the inner and outer ducts 32 and 31 through the adjusting structure, and then adjusts the duct ratio, can adjust the inner and outer air flow through the adjusting structure according to the thrust demand of different flight stages, and then can change the thrust ratio under the oil-electric two propulsion modes, realizes the switching and complementation of the two propulsion modes, makes the propulsion mode more efficient and flexible, improves the system safe operation ability, and realizes safer flight.

[0028] The variable mode oil-electric hybrid aero-engine of the utility model belongs to a variable mode engine (change pattern of engine). The variable mode engine is to realize the change of the duct ratio through the adjusting structure under different flight scenes, and meet the fuel consumption rate and thrust requirement of different flight stages.

[0029] In an embodiment, the variable mode oil-electric hybrid aero-engine of the utility model further includes a turbine tip fan 91. The turbine tip fan 91 and the low-pressure turbine 70 are mechanically connected, and the turbine tip fan 91 is located in the outer duct 31. The turbine tip fan 91 is used for converting part of the low-pressure turbine 70 into kinetic energy, and pressurizing the outer duct gas to realize the effect of increasing thrust.

[0030] The connection mode of the turbine tip fan 91 and the low-pressure turbine 70 can be tenon and mortise connection. As shown in Figure 2 , specifically, the turbine tip fan 91 has a tenon structure, and the blade crown 92a of the turbine rotor blade 92 of the low-pressure turbine 70 has a mortise structure. The tenon structure and the mortise structure are matched to realize the connection of the turbine tip fan 91 and the low-pressure turbine 70, so that the turbine tip fan 91 can be driven to rotate in the rotating process of the low-pressure turbine 70, and then the pressure ratio of the outer duct gas and the exhaust speed of the outer duct gas are improved, and the purpose of increasing thrust is realized.

[0031] Continuing to refer to Figure 2 , the variable mode oil-electric hybrid aero-engine of the utility model further includes a grid tooth 94. The grid tooth 94 compresses the fan turbine aerodynamic connection surface 93 of the inner casing 22 to realize the sealing of the fan turbine aerodynamic connection surface 93.

[0032] In an embodiment, the electric propulsion system 200 comprises a generator 210, a cable 220 and a distributed electric propulsion unit 230. The cable 220 connects the generator 210 and the distributed electric propulsion unit 230, and the generator 210 is coaxially connected with the low pressure turbine 70. The generator 210 is configured to convert part of the mechanical work of the low pressure turbine 70 into electric energy, and the electric energy is transmitted to the distributed electric propulsion unit 230 through the cable 220, and then the thrust is generated. The distributed propulsion can improve the equivalent bypass ratio, and avoid the mismatching problem between the fan speed and the low turbine speed caused by increasing the fan size to improve the bypass ratio of the traditional turbofan engine, and reduce the specific fuel consumption.

[0033] Further, the distributed electric propulsion unit 230 comprises a propulsion motor (not shown) and a bypass fan 231. The cable 220 connects the generator 210 and the propulsion motor, and the propulsion motor is connected with the bypass fan 231. The propulsion motor is configured to drive the bypass fan 231 to rotate to generate the thrust. As shown, the bypass fan 231 is multiple. The low pressure turbine 70 and the generator 210 are connected through a low pressure shaft 82, and the low pressure shaft 82 is configured to transmit part of the mechanical work of the low pressure turbine 70 to the generator 210. Figure 1

[0034] In an embodiment, the adjusting structure is an intake adjusting valve 100. The intake adjusting valve 100 is configured to adjust the flow ratio of the inner bypass gas and the outer bypass gas by adjusting the opening degree. Wherein, the opening degree of the intake adjusting valve 100 ranges from 0% to 100%.

[0035] As shown, further, at least part of the intake adjusting valve 100 is connected with the outer casing 21, and at least part of the intake adjusting valve 100 is configured to be selectively connected with the intake end of the inner casing 22. On this basis, the intake adjusting valve 100 comprises a closed state and an open state. In the closed state, the intake adjusting valve 100 is connected with the intake end of the inner casing 22. In the open state, at least part of the intake adjusting valve 100 is disconnected with the intake end of the inner casing 22. Figure 1 Specifically, the closed state of the intake adjusting valve 100 means that the intake adjusting valve 100 is completely closed, and the opening degree is 0%, at this time, the outer bypass gas flow ratio is 0%, and the inner bypass gas flow ratio is 100%; the open state of the intake adjusting valve 100 means that the opening degree of the intake adjusting valve 100 is greater than 0% and less than or equal to 100%, at this time, the outer bypass gas flow ratio is greater than 0% and less than 100%, and the inner bypass gas flow ratio is greater than 0% and less than 100%.

[0036]

[0037] ​​The utility model discloses a through air intake regulating valve 100 can change the air flow of inner and outer, and further can change the thrust ratio under oil-electricity two kinds of propulsion mode, realizes the conversion of oil-electricity two kinds of mode in different flight stages, to realize the switching and complement of two kinds of propulsion mode, makes two kinds of propulsion mode backup each other, solves the problem of low reliability of current aviation high power motor, improves the safe operation ability of power system.

[0038] In combination with the above embodiment, the outer gas is pressurized by the turbine tip fan 91 to improve the exhaust speed and generate thrust. The inner gas is pressurized by the compressor 40 and heated in the combustion chamber 50, and then the high-temperature and high-pressure gas is expanded to do work in the high-pressure turbine 60 to improve the gas speed. The high-pressure turbine 60 is aerodynamically connected with the low-pressure turbine 70 to drive the low-pressure turbine 70 to rotate at a high speed. The generator 210 is mechanically connected with the low-pressure turbine 70 to convert the mechanical energy of the turbine into electrical energy and output the electrical energy. The electrical energy is transmitted to the distributed electric propulsion unit 230 through the cable 220 to drive the ducted fan 231 to rotate and generate thrust.

[0039] On the basis of the above embodiment, the working mode of the mode-changing oil-electricity hybrid aero-engine includes a first working mode. The first working mode is used in the high state working point such as take-off and climb.

[0040] In the first working mode, the air intake regulating valve 100 is in an open state. By controlling the opening degree of the air intake regulating valve 100, the flow ratio of the inner gas and the outer gas is close to 1:1. At this time, the thrust is generated by the outer gas and the electric propulsion system 200, that is, the thrust is generated by the turbine tip fan 91 and the ducted fan 231 in the take-off stage.

[0041] Reference Figure 1 After the inner gas is pressurized by the compressor 40, the inner gas enters the combustion chamber 50 to mix and burn with fuel to produce high-temperature gas. The high-temperature gas is expanded to do work in the high-pressure turbine 60 to drive the rotor of the high-pressure turbine 60 to rotate and drive the rotor of the compressor 40 to rotate through the high-pressure shaft 81. The gas discharged from the high-pressure turbine 60 is continuously expanded in the low-pressure turbine 70 to drive the low-pressure turbine 70 to rotate at a high speed.

[0042] Part of the mechanical work of the low-pressure turbine 70 is transmitted to the generator 210 through the low-pressure shaft 82 to be converted into electrical energy. Part of the mechanical work is converted into kinetic energy of the outer gas by the turbine tip fan 91.

[0043] After the outer gas is pressurized by the turbine tip fan 91, the pressure ratio can be increased by 4-5 times. After the outer gas is accelerated by the exhaust pipe, the outer gas is discharged to generate thrust.

[0044] After the mechanical energy generated by the pressurization, combustion and expansion of the inner gas is converted into electrical energy by the generator 210, the electrical energy is transmitted to the distributed electric propulsion unit 230 through the cable 220 to drive the ducted fan 231 to rotate and generate thrust.

[0045] In Figure 3 , the abscissa represents the flow ratio of the outer gas and the inner gas, and the ordinate "Δsfc%" represents the specific fuel consumption, and "Fn" represents the thrust. As Figure 3 indicated, in the first working mode, the variable mode oil-electric hybrid aero-engine can reduce the specific fuel consumption by about 40% compared with the turbofan engine with the same thrust, and the size of the engine can be smaller.

[0046] The working mode of the variable mode oil-electric hybrid aero-engine also includes a second working mode. The second working mode works at a low state working point such as economic cruise. In the second working mode, the inlet regulating valve 100 is in a closed state, and the incoming airflow in the inlet passage 10 enters the inner duct 32, and at this time the thrust is mainly generated by the electric propulsion system 200, that is, only the engine shaft power is extracted to drive the duct fan 231 to generate thrust in the cruise stage.

[0047] Specifically, the incoming airflow enters the inner duct 32, is pressurized by the compressor 40, is warmed by the combustion chamber 50, is expanded by the high-pressure turbine 60 and the low-pressure turbine 70, and then drives the low-pressure turbine 70 to rotate at a high speed. The mechanical work of the low-pressure turbine 70 is mostly converted into electrical energy by the generator 210, which is transmitted to the distributed electric propulsion unit 230 through the cable 220, and then drives the duct fan 231 to rotate to generate thrust.

[0048] The working mode of the variable mode oil-electric hybrid aero-engine also includes a third working mode. In the third working mode, the electric propulsion system 200 is in a fault state, and the opening of the inlet regulating valve 100 is increased, so that the switching of the oil-electric two propulsion modes can be realized, and the ability of safe operation of the system can be improved.

[0049] Specifically, in the third working mode, the working state of the propulsion motor and the duct fan 231 is monitored by the engine health management system. When abnormal signals such as over-temperature and severe vibration of the propulsion motor are detected, the motor power is turned off through the electronic control system (not shown); at the same time, the inlet regulating valve 100 is further opened to allow more gas to enter the outer duct 31. The turbine tip fan 91 increases the exhaust velocity to compensate for the decrease in thrust caused by the failure of the distributed electric propulsion unit 230, and ensures the safety of flight.

[0050] In combination with the above embodiments and various working modes, the variable mode oil-electric hybrid aero-engine improves the duct ratio compared with the turbofan engine with the same thrust, and skillfully avoids the problem of greater installation resistance and greater slip caused by increasing the size of the fan, so that the specific fuel consumption can be reduced by about 40% compared with the in-service engine under the same thrust.

[0051] In addition, through the structure design of the air intake selection valve and the turbine tip fan 91, the oil-electricity two propulsion modes can be mutually backed up and freely switched, the problem of low reliability of the current driving motor is solved, and the safe operation ability under system failure can be improved.

[0052] The utility model discloses although the above-mentioned preferable embodiment is disclosed, but it is not used to limit the utility model, and any person skilled in the art can make possible change and modification without departing from the spirit and scope of the utility model. Therefore, all the modifications, equivalent changes and modifications made to the above-mentioned embodiments according to the technical essence of the utility model without departing from the technical scheme of the utility model fall into the protection scope defined by the utility model claims.

Claims

1. A variable mode hybrid-electric aircraft engine, characterized in that, The engine comprises an air inlet, a compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, an electric propulsion system, an inner casing, an outer casing, and a regulating structure. The air inlet is used to introduce air. The inner casing is located in the outer casing, and the outer casing and the inner casing form an outer channel for the flow of outer-duct air. The compressor, the combustion chamber, the high-pressure turbine, and the low-pressure turbine are located in the inner casing, and the inner casing has an inner channel for the flow of inner-duct air. The electric propulsion system is connected to the low-pressure turbine, and the electric propulsion system is used to convert part of the mechanical work of the low-pressure turbine into electrical energy to generate thrust. The regulating structure is located at the rear end of the air inlet, and the regulating structure is configured to selectively allow the incoming air in the air inlet to enter the outer channel to regulate the flow of inner-duct air and outer-duct air.

2. The variable mode hybrid-electric aircraft engine of claim 1, wherein, The regulating structure is an air inlet regulating valve. The air inlet regulating valve is configured to distribute the flow ratio of inner-duct air and outer-duct air by adjusting the opening degree.

3. The variable mode hybrid electric aero-engine of claim 2, wherein, At least part of the air inlet regulating valve is connected to the outer casing. At least part of the air inlet regulating valve is configured to be selectively connected to the air inlet end of the inner casing.

4. The variable mode hybrid electric aero-engine of claim 3, wherein, The air inlet regulating valve comprises a closed state and an open state. In the closed state, the air inlet regulating valve is connected to the air inlet end of the inner casing. In the open state, at least part of the air inlet regulating valve is disconnected from the air inlet end of the inner casing.

5. The variable mode hybrid-electric aircraft engine of any one of claims 1 to 4, wherein, The electric propulsion system comprises a generator, a cable, and a distributed electric propulsion unit. The cable connects the generator and the distributed electric propulsion unit, and the generator is connected to the low-pressure turbine. The generator is used to convert part of the mechanical work of the low-pressure turbine into electrical energy, which is transmitted to the distributed electric propulsion unit through the cable to generate thrust.

6. The variable mode hybrid electric aero-engine of claim 5, wherein, The distributed electric propulsion unit comprises a propulsion motor and a duct fan. The cable connects the generator and the propulsion motor, and the propulsion motor is connected to the duct fan. The propulsion motor is used to drive the duct fan to rotate to generate thrust.

7. The variable mode hybrid electric aero-engine of claim 5, wherein, A low-pressure shaft is also included. The low-pressure shaft connects the low-pressure turbine and the generator. The low-pressure shaft is used to transmit part of the mechanical work of the low-pressure turbine to the generator.

8. The variable mode hybrid-electric aircraft engine of any one of claims 1 to 4, wherein, A turbine tip fan is also included. The turbine tip fan is connected to the low-pressure turbine and located in the outer channel. The turbine tip fan is used to convert part of the low-pressure turbine into kinetic energy and pressurize the outer-duct air.

9. The variable mode hybrid-electric aircraft engine of claim 8, wherein, The turbine tip fan has a tenon structure, and the turbine rotor crown of the low-pressure turbine has a mortise structure. The tenon structure cooperates with the mortise structure to realize the connection of the turbine tip fan and the low-pressure turbine.

10. The variable mode hybrid electric aero-engine of claim 8, wherein, A labyrinth seal is also included. The labyrinth seal compresses the fan turbine aerodynamic connection surface of the inner casing to achieve sealing.

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