Pseudo variable cycle jet engine mechanism

Abstract

To provide an improved jet engine mechanism that effectively utilizes fuel energy in order to achieve decarbonization of an aircraft, and is improved to operate efficiently.SOLUTION: Taking into account characteristics of a component of a rotary machine, a planetary gear mechanism is applied as a component of a jet engine, and a power synthesis mechanism and a distribution mechanism are formed using input and output of three shafts: a compressor shaft, a turbine shaft, and a generator motor shaft. Utilizing collinear relation between the input and output of the three shafts of the planetary gear mechanism, an operating point is actively changed by changing a rotation speed on a speed diagram (collinear diagram) due to braking of a generator motor, providing a mechanism that enables behavior similar to that of a variable cycle engine.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] An embodiment of the present invention relates to a jet engine mechanism that can be operated as a pseudo variable cycle engine and makes effective use of energy. [Background technology]

[0002] Due to the trend toward decarbonization, the automotive world is shifting from conventional gasoline-powered vehicles to hybrid and electric vehicles. In some countries and regions, the shift to electric vehicles is occurring all at once.

[0003] Even for air vehicles, efforts are being made to move away from conventional jet engines and towards the realization of propulsion methods, including electric systems. A typical example is the flying car, which is like a large drone that flies solely on electricity. However, since there are limitations to obtaining propeller thrust using electricity alone, it is extremely difficult to increase the payload, including the number of passengers, and the cruising range. Another issue is that large drones cannot be expected to have the maneuverability or stealth capabilities.

[0004] To advance the electrification of air mobility while also ensuring payload and range, a realistic solution is to shift to hybrid vehicles, which combine the best of both worlds: traditional fossil fuel propulsion and electrification, rather than simply shifting to battery-electric vehicles like cars.

[0005] Patent Document 1 discloses a powertrain equipped with a planetary gear mechanism that is applied to a gas turbine. However, the gas turbine is considered as a single energy source, and no concrete embodiment of a connection method that takes into account its components and characteristics is given.

[0006] Patent Document 2 shows an embodiment of a specific connection method for a jet engine equipped with a planetary gear mechanism. Perhaps due to excessive consideration of flying cars, the planetary gear mechanism's three input and output shafts are driven by the gas turbine rotating shaft, the wheel drive shaft, and the propeller shaft, and the gas turbine is considered a single energy source. In this embodiment, a generator motor is installed on the rotating shaft coaxial with the gas turbine to provide braking. However, because the gas turbine and generator motor are coaxial, in reality, braking is dominated by the fuel flow rate to the combustor rather than braking by the generator motor. Figure 13 shows a schematic diagram of an example of Patent Document 2.

[0007] FIG. 14 shows a schematic diagram and a speed diagram of an embodiment of Patent Document 2. The entire gas turbine is considered to be an internal combustion engine 81, which is a single energy source, and its three input and output shafts, namely, an output shaft 84, a wheel drive shaft 95, and a propeller or fan drive shaft 93, are connected to a planetary gear mechanism 90. The specific connection method that goes into the components of the gas turbine and their characteristics is not shown. Furthermore, the generator motor 91 brakes the shaft 84, and since the compressor 82 and turbine 83 are coaxial with the shaft 84, they are braked at the same rotation speed. As mentioned above, braking by the fuel flow rate to the combustor 89 is more dominant than braking by the generator motor 91.

[0008] Although both Patent Document 1 and Patent Document 2 are examples that use a planetary gear mechanism, they regard the gas turbine, which is a rotary machine, as a single energy source, similar to a reciprocating engine. Rotary machines operate by combining components with different characteristics: a compression section and a turbine section that expands when thermal energy is added. There is a drawback in that these components and their characteristics are not taken into consideration when designing a gas turbine system that can achieve effective operation.

[0009] Patent Document 3 describes an embodiment that takes into account the components of a rotary machine and enables effective operation. Because the optimal operating speeds of the compressor rotating shaft and the turbine rotating shaft are different, a planetary gear mechanism is used to enable operation at each of their optimal speeds. However, only two input and output shafts of the planetary gear mechanism are used, with one shaft remaining fixed and unused. Therefore, the planetary gear mechanism is equivalent to a reducer in which the rotation speed changes at the same rate depending on the gear ratio of the number of teeth in the planetary gear mechanism. This embodiment has the disadvantage of not fully utilizing the potential capabilities of the planetary gear mechanism, which can use all three shafts. The rotation speeds of the compressor section and the turbine section are in a dependent relationship, changing at the same rate via the gear ratio, and therefore this embodiment does not achieve independent rotation speed changes.

[0010] Fig. 15 shows a schematic diagram and a speed diagram of an embodiment of Patent Document 3. A planetary gear mechanism 90 is applied as a component of the jet engine of an internal combustion engine 81. Two input and output shafts, a turbine shaft 85 and a compressor shaft 86, are connected to the planetary gear mechanism 90. The rotation speeds of the compressor 82 and the turbine 83 change depending on the fuel flow rate supplied to a combustor 89. The rate of change in rotation speed changes at the same rate depending on the gear ratio of the gears in the planetary gear mechanism 90.

[0011] As shown in Non-Patent Document 1, planetary gear mechanisms often have one shaft fixed and two shafts driven, and it is known that driving a planetary gear mechanism with input and output shafts of three shafts makes it possible to use it as a power synthesis mechanism or power distribution mechanism. However, there is a drawback in that there is no precedent for how to specifically apply this mechanism by going into the systems, components, and characteristics of the jet engine itself.

[0012] As shown in Patent Document 4 and Non-Patent Document 2, the effectiveness of hybrid vehicles has been confirmed in the automotive world. There are three types of hybrid systems: series, parallel, and series-parallel (split), with the series-parallel system being particularly effective and highly expandable. The series-parallel system is a system that appropriately uses the engine and the generator-motor depending on the driving conditions. When starting or at low speeds, the vehicle runs on only the generator-motor, and when under high load or at high speeds, the engine also operates.

[0013] The strength of the series-parallel type is that it uses a planetary gear mechanism with three input and output shafts to control the synthesis and distribution of the generator motor and engine output according to the driving state, thereby increasing efficiency. This is because the three input and output shafts, which are collinear due to the planetary gear mechanism, are actively controlled for the generator motor's rotation speed on a speed diagram (nominal diagram). This not only allows for an efficient balance of energy supply and demand, but also adds the perspective of actively controlling the operating state of components such as the engine by controlling the generator motor. [Prior art documents] [Patent documents]

[0014] [Patent Document 1] Special Publication No. 2012-510915 (paragraph number 0048) [Patent Document 2] JP 2013-224589 A (paragraph 0014, Figure 1) [Patent Document 3] US Patent No. 8935913 (US, B2) [Patent Document 4] Japanese Patent Application Publication No. 50-030223 [Non-patent literature]

[0015] [Non-Patent Document 1] Masao Nakagawa and three others, "Design of a drive evaluation device for planetary gear mechanisms in continuously variable and differential modes with three-axis rotation and considerations based on its prototype," Design Engineering, Japan Society for Design Engineering, 2018, Vol. 53 [Non-patent document 2] Shoichi Sasaki, "Control in Hybrid Vehicles," Measurement and Control, Society of Instrument and Control Engineers, March 2006, Vol. 45, No. 3 Summary of the Invention [Problem to be solved by the invention]

[0016] In view of the above-mentioned drawbacks of the prior art, the present invention provides an improved jet engine that effectively utilizes fuel energy and operates efficiently in order to achieve decarbonization of aircraft. As a result of the improvement, it is also possible to control and change the operating point of the jet engine. In other words, the object of the present invention is to provide a jet engine mechanism that can operate as a pseudo-variable cycle engine and effectively utilizes energy. [Means for solving the problem]

[0017] To solve the above problems and utilize the potential capabilities of the planetary gear mechanism, the planetary gear mechanism is applied as a component of a jet engine, and a power synthesis mechanism and distribution mechanism are constructed using the input and output of three axes, taking into account the characteristics of the components. Furthermore, a mechanism is shown that changes the operating point by changing the rotation speed on the speed diagram (nominal diagram) due to the collinear relationship between the input and output of the three axes of the planetary gear mechanism.

[0018] 16 shows a schematic diagram and a speed diagram (nominal diagram) of an embodiment of the present invention. A planetary gear mechanism 90 is applied as a component of an internal combustion engine 81, and three input and output shafts, namely a turbine shaft 85, a compressor shaft 86, and a generator motor shaft 87, are connected to the planetary gear mechanism 90.

[0019] The flow rate of fuel supplied to the combustor 89 rotates the turbine 83, transmitting driving force, which in turn drives the compressor 82 and generator motor 91 via a planetary gear mechanism 90. By using a planetary gear mechanism with three input and output shafts, a collinear relationship is established among the three shafts, and the rotation speeds of the generator motor 91, compressor 82, and turbine 83 form a straight line on a speed diagram (nominal diagram).

[0020] When transitioning from the design rotation speed state of the speed diagram in Figure 16 to an operating state where the rotation speed of the compressor 82 is increased to the maximum allowable rotation speed, the rotation speed of the compressor 82 can be increased by increasing the output of the generator motor 91 while maintaining the rotation speed of the turbine 83 without changing the amount of fuel supply. This state corresponds to powering in the first quadrant of four-quadrant motion.

[0021] When transitioning from the design rotation speed state in the speed diagram of Figure 16 to a partial load rotation speed operating state, the fuel flow rate is also slightly reduced to lower the rotation speed of the turbine 83, and the output of the generator motor 91 is set to negative to enable regeneration, thereby braking the compressor 82 and reducing the rotation speed. This state corresponds to regeneration in the second quadrant of four-quadrant motion.

[0022] The compressor 82 and the turbine 83 each have their own unique performance characteristics, and the rotation speed at which they are optimally efficient varies depending on the flight conditions. Therefore, by controlling not only the fuel flow rate to the combustor 89 but also the rotation speed of the generator motor 91, it becomes possible to independently change the rotation speeds of the compressor 82 and the turbine 83, and independently shift them to their optimal operating points in terms of their performance characteristics. Specific details will be described later in the description of an embodiment.

[0023] In conventional jet engines, the operating state can be changed by changing the fuel flow rate. Furthermore, changing the operating state requires, for example, changing the exhaust cross-sectional area of ​​the turbine 83 outlet, thereby changing the flow rate by increasing or decreasing the flow path cross-sectional area. Therefore, variable cycle engines that change the operating point require a variable mechanism structure for changing the flow path cross-sectional area, as well as mechanical mechanisms such as actuators for performing the variation, which has the disadvantage of increasing weight and cost.

[0024] Furthermore, when accelerating by increasing the fuel flow rate in a conventional jet engine, the inertia of the spool 88 causes poor operational response. However, power synthesis using drive torque support from the generator motor 91 eliminates the effects of inertia, enabling quasi-steady operation in which the operating point shifts while remaining in a nearly steady state. Figure 19 shows the acceleration operating line on the performance characteristic curve of the compressor 82. [Effects of the Invention]

[0025] The present invention can provide a jet engine mechanism that can operate as a pseudo variable cycle engine and utilizes energy effectively. [Brief explanation of the drawings]

[0026] [Figure 1] FIG. 1 is a cross-sectional view of a conventional single-spool jet engine. [Figure 2] FIG. 2 is a cross-sectional view of a conventional multi-spool jet engine. [Figure 3] Figure 3 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the compressor side of a single-shaft spool. The internal gear is connected to a generator motor. [Figure 4] Figure 4 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the turbine side of a single-shaft spool. The internal gear is connected to a generator motor. [Figure 5] Figure 5 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the low-pressure compressor side of a multiple-spool engine. The internal gear is connected to a generator motor. [Figure 6] Figure 6 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the low-pressure turbine side of a multi-spool engine. The internal gear is connected to a generator motor. [Figure 7] Figure 7 is a cross-sectional view of a jet engine in which planetary gear mechanisms are arranged on both spools of a multi-spool engine. The internal gear is connected to a generator motor. [Figure 8]Figure 8 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the compressor side of a single-shaft spool. The sun gear is connected to a generator motor. [Figure 9] Figure 9 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the turbine side of a single-shaft spool. The sun gear is connected to a generator motor. [Figure 10] Figure 10 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the low-pressure compressor side of a multi-spool engine. The sun gear is connected to a generator motor. [Figure 11] Figure 11 is a cross-sectional view of a jet engine in which a planetary gear mechanism is arranged on the low-pressure turbine side of a multi-spool engine. The sun gear is connected to a generator motor. [Figure 12] Figure 12 is a cross-sectional view of a jet engine in which planetary gear mechanisms are arranged on both spools of a multi-spool system. The sun gear of the low-pressure system is connected to a generator motor. [Figure 13] FIG. 13 is a schematic diagram showing an example of Patent Document 2, which is a prior art document. [Figure 14] FIG. 14 is a schematic diagram and a velocity diagram of an example of Patent Document 2, a prior art document. [Figure 15] FIG. 15 is a schematic diagram of an embodiment of Patent Document 3, which is a prior art document, and is a velocity diagram. [Figure 16] FIG. 16 is a schematic diagram and a velocity diagram (nominal diagram) of an embodiment of the present invention. [Figure 17] FIG. 17 is a flight cycle diagram showing the required power output over time. [Figure 18] FIG. 18 is a velocity diagram (nominal diagram) according to the third embodiment. [Figure 19] FIG. 19 is a diagram showing acceleration characteristics on a compressor performance characteristic curve. [Figure 20] FIG. 20 is a velocity diagram (nominal diagram) according to the eighth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0027] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A pseudo variable cycle jet engine mechanism according to an embodiment of the present invention will now be described with reference to the drawings.

[0028] A conventional jet engine will be described using Figures 1 and 2. Figure 1 shows a jet engine with a single spool. A compressor 11 and a turbine 12 are connected by a shaft 13 to form a spool 14. The compressor 11 and the turbine 12 operate at the same rotation speed. Although Figure 1 shows the basic configuration of a jet engine, operation with a single spool is very rare and operation with multiple spools is the majority, so a specific explanation will be given for the multiple spool configuration.

[0029] Figure 2 shows a two-spool jet engine. High-pressure compressor 21 and high-pressure turbine 22 are connected by high-pressure shaft 23 to form high-pressure system spool 24. Low-pressure compressor 17 and low-pressure turbine 18 are connected by low-pressure shaft 19 to form low-pressure system spool 20. High-pressure compressor 21 and high-pressure turbine 22 operate at the same rotational speed. Low-pressure compressor 17 and low-pressure turbine 18 operate at the same rotational speed, which is different from the high-pressure system.

[0030] The output is changed by changing the rotation speed of the high-pressure spool 24 depending on the fuel flow rate supplied to the combustor 15. The rotation speed of the low-pressure spool 20 is determined incidentally by matching performance characteristics, and is therefore subordinate to the rotation speed of the high-pressure spool.

[0031] The output corresponding to the thrust is obtained by the reaction of the jet pressurized by the low-pressure compressor 17, which is discharged directly into the atmosphere without being absorbed by the high-pressure compressor 21. Therefore, in order to intentionally change the thrust, it is necessary to change the rotation speed of the low-pressure compressor 17 independently.

[0032] Regarding acceleration performance, the rotation speed begins to increase after the fuel flow rate is supplied to the combustor 15 and the high-pressure spool 24 overcomes inertia, and then, with a delay, the low-pressure spool 20 begins to increase its rotation speed after overcoming inertia through matching of performance characteristics, and thrust is obtained by the jet discharge of the low-pressure compressor 17. To improve acceleration performance, it is necessary to change the rotation speed by overcoming inertia without time delay.

[0033] A pseudo-variable cycle jet engine mechanism according to a first embodiment of the present invention will be described with reference to Figure 3. Figure 3 shows the most basic embodiment of a pseudo-variable cycle jet engine mechanism, as it has a single spool. The operation of the compressor 11 is the highest priority, and a planetary carrier 4 that transmits the orbital power of the planetary gears 3 is connected to the compressor 11 so that the power of the planetary gear mechanism 1 can be combined and distributed. The turbine 12, which rotates at a higher speed, is connected to the sun gear 2. The generator motor 6 is connected to the remaining internal gear 5. Since jet engines mainly have multiple spools, a more specific embodiment will be described in the third embodiment.

[0034] A pseudo variable cycle jet engine mechanism according to a second embodiment of the present invention will be described with reference to Fig. 4. Unlike the first embodiment shown in Fig. 3, the planetary gear mechanism 1 in Fig. 4 is arranged on the turbine 12 side. As the rest is the same as the first embodiment, details will be omitted.

[0035] A pseudo-variable cycle jet engine mechanism according to a third embodiment of the present invention will be described with reference to FIG. 5. FIG. 5 illustrates the most realistic embodiment of the pseudo-variable cycle jet engine mechanism, due to its multiple spools. Since operation of the low-pressure compressor 17 is the highest priority, the planet carrier 4, which transmits the revolution power of the planetary gears 3, is connected to the low-pressure compressor 17 to form a planetary gear shaft, enabling power synthesis and distribution in the low-pressure planetary gear mechanism 7. The low-pressure turbine 18, which rotates at a higher speed, is connected to the sun gear 2 to form a sun gear shaft. The generator motor 6 is connected to the remaining internal gear 5 to form an internal gear shaft. Depending on the location of the generator motor 6, a bevel gear 25 may be used to change the orientation of the drive shaft. Although not shown, a cylindrical generator motor 6 may be arranged around the spool central axis 16.

[0036] Figure 17 shows a flight cycle diagram that shows the power required over time for a passenger aircraft jet engine. Maximum power is required for initial takeoff, and then power is required for a long period of time for cruising. Depending on the flight distance, power may be increased several times to compensate for loss of altitude during cruising. Power is reduced as the aircraft approaches landing, the aircraft prepares for landing, and the aircraft lands.

[0037] In a conventional jet engine, it is necessary to set output specifications that encompass the maximum output during this series of flight cycles. In the embodiment of the present invention, sudden output required for a short period of time can be compensated for by the output of the generator motor, making it possible to downsize the output specifications of the jet engine. As a result, this leads to a reduction in the size and weight of the jet engine, and improves fuel efficiency.

[0038] Figure 18 shows the speed diagram (nominal diagram) at time points A and B of the flight cycle. At time points A and B, the rotational speed of the low-pressure turbine 18 remains the same. At time point A, the low-pressure compressor 17 operates at a higher rotational speed than at time point B, allowing more output to be obtained. At time point A, the generator motor 6 provides driving torque support to the low-pressure compressor 17 and operates in powering mode in the first quadrant. At time point B, the generator motor 6 provides braking torque support to the low-pressure compressor 17 and operates in regenerative mode in the second quadrant.

[0039] When the generator motor 6 operates in regenerative mode, surplus energy from the generator motor 6 is stored in the electrical or mechanical energy storage device 26. When the generator motor 6 operates in power running mode, the energy stored in the electrical or mechanical energy storage device 26 is supplied to the generator motor 6.

[0040] When there are sudden increases and decreases in output and high frequency energy input and output, mechanical energy storage devices should be used rather than electrical ones. Mechanical energy storage devices such as flywheels are effective because they have a high instantaneous output, a high C rate, and a long cycle life.

[0041] When performing transient maneuvering requiring maneuverability, such as rapid acceleration and deceleration, it is desirable to ensure the acceleration performance shown in Figure 19. Figure 17 shows the flight cycle of a jet engine for passenger aircraft, but in the case of a jet engine for aircraft that must take into account combat with hostile countries, it is expected that the flight cycle will have a shape with large up and down undulations. In this case, high-frequency acceleration support is expected, and the present invention is effective.

[0042] A pseudo variable cycle jet engine mechanism according to a fourth embodiment of the present invention will be described with reference to Fig. 6. Compared to the third embodiment shown in Fig. 5, Fig. 6 differs in that the low-pressure planetary gear mechanism 7 is located on the low-pressure turbine 18 side. As the rest of the mechanism is the same as the third embodiment, details will be omitted.

[0043] A pseudo variable cycle jet engine mechanism according to a fifth embodiment of the present invention will be described with reference to Fig. 7. In contrast to the fourth embodiment shown in Fig. 6, Fig. 7 applies a high-pressure planetary gear mechanism 8 to the high-pressure spool 24 as well. By applying the low-pressure planetary gear mechanism 7 and the high-pressure planetary gear mechanism 8 to both shafts of the spool, it becomes possible to control the operating speeds of the components of the low-pressure and high-pressure systems to optimal speeds.

[0044] In addition, a variable cycle engine can be simulated by changing the operating point through driving torque support and braking from the generator motor 6. Furthermore, driving torque support from the generator motor 6 eliminates time delays due to inertia during acceleration, improving the acceleration performance of both the low-pressure spool 20 and the high-pressure spool 24.

[0045] A pseudo variable cycle jet engine mechanism according to a sixth embodiment of the present invention will be described with reference to Fig. 8. The sun gear 2 of the planetary gear mechanism 1 connected to the spool 14 is connected to the generator motor 6. As the rest is the same as in the first embodiment, details will be omitted.

[0046] A pseudo variable cycle jet engine mechanism according to a seventh embodiment of the present invention will be described with reference to Fig. 9. The sun gear 2 of the planetary gear mechanism 1 connected to the spool 14 is connected to the generator motor 6. As the rest is the same as in the second embodiment, details will be omitted.

[0047] A pseudo variable cycle jet engine mechanism according to an eighth embodiment of the present invention will be described with reference to Fig. 10. The sun gear 2 of the low-pressure planetary gear mechanism 7, which is connected to the low-pressure spool 20, is connected to the generator motor 6. As the rest is the same as in the third embodiment, details will be omitted. Fig. 20 shows a velocity diagram (nominal diagram).

[0048] A pseudo variable cycle jet engine mechanism according to a ninth embodiment of the present invention will be described with reference to Fig. 11. The sun gear 2 of the low-pressure system planetary gear mechanism 7 connected to the low-pressure system spool 20 is connected to the generator motor 6. As the rest is the same as in the fourth embodiment, details will be omitted.

[0049] A pseudo variable cycle jet engine mechanism according to a tenth embodiment of the present invention will be described with reference to Fig. 12. The sun gear 2 of the low-pressure system planetary gear mechanism 7, which is connected to the low-pressure system spool 20, is connected to the generator motor 6. As the rest is the same as the fifth embodiment, details will be omitted. [Explanation of symbols]

[0050] 1 Planetary gear mechanism (single spool) 2 Sun gear 3 Planetary gears 4 Planet carrier 5 Internal gear 6. Generator motor 7 Low-pressure planetary gear mechanism (for multiple spools) 8 High-pressure planetary gear mechanism (for multiple spools) 11 Compressor (single spool) 12 Turbine (single spool) 13 Shaft (for single spool) 14 spools (single spool) 15 Combustor 16 Spool rotation axis 17 Low-pressure compressor (multiple spools) 18 Low-pressure turbine (multiple spools) 19 Low pressure shaft (for multiple spools) 20 Low-pressure spool (in case of multiple spools) 21 High-pressure compressor (for multiple spools) 22 High-pressure turbine (multiple spools) 23 High pressure shaft (for multiple spools) 24 High-pressure spool (in case of multiple spools) 25 Bevel gear 26 Energy storage devices (electrical or mechanical energy storage devices) 66R, 66L wheel drive shaft 68 Motor Generator 81 Internal combustion engine (jet engine) 82 Compressor 83 Turbine 84 Shaft 85 Turbine shaft 86 Compressor shaft 87 Generator motor shaft 88 spools 89 Combustor 90 Planetary gear mechanism 91 Generator motor 92 Propeller or fan 93 Propeller or fan drive shaft 94 wheels 95 Wheel drive shaft 96 Energy Storage Device

Claims

1. A jet engine having a planetary gear mechanism, The planetary carrier that transmits the revolution of the planetary gear of the planetary gear mechanism is connected to the compressor of the spool and the planetary gear shaft, The sun gear and the internal gear of the planetary gear mechanism are connected to the turbine or the generator motor of the spool and have a sun gear shaft and an internal gear shaft, The input and output of these three shafts, the planetary gear shaft, the sun gear shaft, and the internal gear shaft, The planetary gear mechanism functions as both a power synthesis mechanism and a power distribution mechanism. A jet engine mechanism characterized by:

2. The sun gear is connected to the turbine to form the sun gear shaft, and the internal gear is connected to the generator motor to form the internal gear shaft.

2. A jet engine mechanism according to claim 1, wherein:

3. The sun gear is connected to the generator motor to form the sun axle, and the internal gear is connected to the turbine to form the internal gear shaft.

2. A jet engine mechanism according to claim 1, wherein:

4. The rotation speed and torque of the generator motor are variably controlled, and the rotation speeds of the compressor and the turbine, which are in a collinear relationship on a nomographic chart, are changed by torque support, thereby controlling the operating points of the compressor and the turbine.

4. A jet engine mechanism according to claim 2 or claim 3, characterized in that:

5. An electrical or mechanical energy storage device is provided to charge and discharge the regenerative energy when there is a surplus, or to discharge the energy when there is a shortage, and the generator motor is charged and discharged.

5. A jet engine mechanism according to claim 4, characterized in that:

6. By changing the rotation speed and torque of the generator motor, the work can be changed. The steady-state operating point is controlled by changing the matching by changing the distribution of work between the compressor and the turbine before and after the spool.

6. A jet engine mechanism according to claim 4 or claim 5, characterized in that:

7. The generator motor provides torque support, Controlling the transient operating point so that the operating point changes quasi-steady even during sudden acceleration / deceleration transients 6. A jet engine mechanism according to claim 4 or claim 5, characterized in that:

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