CN119778100B - An aircraft engine built-in dual generator and its control method - Google Patents
An aircraft engine built-in dual generator and its control methodInfo
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- CN119778100B CN119778100B CN202510126384.XA CN202510126384A CN119778100B CN 119778100 B CN119778100 B CN 119778100B CN 202510126384 A CN202510126384 A CN 202510126384A CN 119778100 B CN119778100 B CN 119778100B
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Abstract
本申请属于航空发动机发电机设计技术领域，具体涉及一种航空发动机内置双起发电机及其操控方法，其中，航空发动机内置双起发电机，采用内置双发起发电机的结构，降低了单个起发电机的体积，并进行简化集约设计，与高压轴承力结构共用，降低了双发电机的设计、布置复杂度，此外，设计在进行操控时，以双起发电机互为备份，可有效保证对航空发动机起动的可靠性，以及满足对航空发动机及其飞机供电系统的用电需求。
The present application belongs to the technical field of aircraft engine generator design, and specifically relates to an aircraft engine built-in dual starting generator and a control method thereof, wherein the aircraft engine has a built-in dual starting generator, adopts a built-in dual starting generator structure, reduces the volume of a single starting generator, and performs a simplified and intensive design, and shares it with a high-pressure bearing force structure, reducing the design and layout complexity of the dual generator. In addition, when the design is operated, the dual starting generators serve as backup for each other, which can effectively ensure the reliability of the aircraft engine starting and meet the power demand of the aircraft engine and its aircraft power supply system.
Description
Technical Field
The application belongs to the technical field of aero-engine generator design, and particularly relates to an aero-engine built-in double-start generator and a control method thereof.
Background
With the increasing number of aircraft electrical equipment, aircraft engines are required to provide more electrical energy to meet the power requirements of the aircraft.
At present, power is extracted from an aircraft engine through a gear transmission system, a mechanical hydraulic system and the like, so that the aircraft is supplied with electricity, and the fault rate is high.
By adopting the built-in starting generator, the integrated design of the generator and the starter is carried out in the aero-engine, a gear transmission system, a mechanical hydraulic system and the like which are easy to generate faults can be omitted, the cross section area of the aero-engine can be reduced, and the resistance of the aero-engine is reduced.
The existing built-in starting generator of the aero-engine has various forms, wherein the rare earth permanent magnet motor has high power density and strong temperature resistance, and is an important selection scheme for starting the generator of the aero-engine, however, the rare earth permanent magnet motor has large volume and is difficult to arrange in the aero-engine currently.
The present application has been made in view of the above-described technical drawbacks.
Disclosure of Invention
The application aims to provide a built-in double-start generator of an aeroengine and a control method thereof, which overcome or alleviate the technical defects of at least one aspect of the prior art.
The technical scheme of the application is as follows:
An aero-engine built-in double-start generator is arranged in a front cavity of the aero-engine and comprises a front-start generator and a rear-start generator;
the front-starting generator comprises a front rotor, a front stator, a front machine shell and a front cooling fan;
The rear-starting generator comprises a rear rotor, a rear stator and a rear shell rear cooling fan;
the front rotor and the rear rotor are sleeved on a high-pressure shaft of the aero-engine, and a middle shared bearing is arranged between the front rotor and the rear rotor;
the front stator and the rear stator are respectively sleeved on the periphery of the front rotor and the rear rotor;
the front shell and the rear shell are respectively sleeved on the periphery of the front stator and the rear stator;
The rear end of the front shell is connected with the front end of the rear shell and sleeved on the middle shared bearing;
The front end of the front shell is sleeved on a front support bearing of a front cavity front bracket of the aeroengine and is connected with the front cavity front bracket, and the front support bearing is sleeved on a high-pressure shaft;
The rear end of the rear shell is connected with a front cavity rear bracket of the aeroengine, and a rear support bearing of the front cavity rear bracket is sleeved on the high-pressure shaft;
the front cooling fan and the rear cooling fan are respectively arranged in the front shell and the rear shell and sleeved on the high-voltage shaft, wherein the front cooling fan is positioned in front of the front rotor and the front stator, and the rear cooling fan is positioned behind the rear rotor and the rear stator.
Optionally, in the aero-engine built-in double-start generator, the rear end of the front casing and the front end of the rear casing are connected through outward flanging by bolts.
Optionally, in the aeroengine built-in double-starting generator, the front end of the front casing is connected to the front cavity front bracket through an outward flange through bolts.
Optionally, in the aeroengine built-in double-starting generator, the rear end of the rear casing is connected to the front cavity rear bracket through an outward flange through bolts.
Optionally, in the built-in double-start generator of the aero-engine, the front-start generator and the back-start generator are connected with an energy management system and connected with a power supply system of the aero-engine and an airplane thereof;
the energy management system is arranged outside the aero-engine, can store electric energy and is connected with a fuel supply pump and an ignition system of the aero-engine.
The other aspect provides a method for controlling an aero-engine built-in double-start generator, which is used for controlling the aero-engine built-in double-start generator, and comprises the following steps:
when the aero-engine is started, the energy management system is used for controlling the front starting generator or the rear starting generator to be in an electric mode and supplying power, so that the front starting generator or the rear starting generator is operated in the electric mode, the high-voltage shaft is driven to rotate, the energy management system is used for supplying power to the fuel oil supply pump, enabling the fuel oil supply pump to be started, delivering fuel oil to the combustion chamber, supplying power to the ignition system, enabling the ignition system to be started, igniting the fuel oil, and enabling the aero-engine to be started;
after the aero-engine is started to work normally, the energy management system is used for controlling the front starting generator and the rear starting generator to be in a power generation mode, so that power is supplied to the aero-engine and a power supply system of the aero-engine.
The application has at least the following beneficial technical effects:
the built-in double-starting generator of the aero-engine is provided, the structure of the built-in double-starting generator is adopted, the volume of a single-starting generator is reduced, the integrated design is simplified, the double-starting generator is shared with a high-voltage bearing structure, the design and arrangement complexity of the double-starting generator are reduced, in addition, the double-starting generator is used as a backup when the double-starting generator is designed to operate, the starting reliability of the aero-engine can be effectively ensured, and the electricity consumption requirement of the aero-engine and an airplane power supply system thereof is met.
Drawings
FIG. 1 is a schematic view of an aircraft engine built-in twin generator provided by an embodiment of the present application disposed within a front cavity of an aircraft engine;
Fig. 2 is a schematic structural diagram of an aero-engine built-in double-start generator provided by an embodiment of the application;
wherein:
1-fan, 2-compressor, 3-combustion chamber, 4-high pressure turbine, 5-low pressure turbine, 6-spray pipe, 7-front starting generator, 8-rear starting generator, 9-high pressure shaft, 10-intermediate shared bearing, 11-front cavity front bracket, 12-front support bearing, 13-front cavity rear bracket, 14-energy management system, 15-fuel oil supply pump, 16-ignition system and 17-rear support bearing;
71-front rotor, 72-front stator, 73-front shell, 74-front cooling fan;
81-rear rotor, 82-rear stator, 83-rear housing, 84-rear cooling fan.
For the purpose of better illustrating the embodiments, the drawings are certain drawings that are omitted, enlarged or reduced in size, and are not to be construed as limiting the application.
Detailed Description
In order to make the technical solution of the present application and its advantages more clear, the technical solution of the present application will be further and completely described in detail with reference to the accompanying drawings, it being understood that the specific embodiments described herein are only some of the embodiments of the present application, which are for explanation of the present application and not for limitation of the present application. It should be noted that, for convenience of description, only a portion related to the present application is shown in the drawings, and other related portions may refer to a general design.
Furthermore, unless defined otherwise, technical or scientific terms used in the description of the application should be given the ordinary meaning as understood by one of ordinary skill in the art to which the application pertains. As used in this description of the application, the word "comprising" means that the element preceding the word covers the elements listed after the word and equivalents thereof without excluding other associated elements.
In addition, the words used in the description of the present application to indicate directions are merely used to indicate relative directions or positional relationships, and when the absolute position of the object to be described is changed, the relative positional relationship may be changed accordingly. It should also be noted that, unless explicitly stated or limited otherwise, terms such as "mounted," "connected," and the like, as used in the description of the present application, should be construed broadly, and may be, for example, fixedly connected, detachably connected, mechanically connected, electrically connected, directly connected, or indirectly connected through an intermediate medium, as would be understood by one of ordinary skill in the art in view of the specific meaning of the present application.
The aero-engine comprises a fan 1, a compressor 2, a combustion chamber 3, a high-pressure turbine 4, a low-pressure turbine 5 and a spray pipe 6 which are sequentially arranged.
The built-in double-start generator of the aero-engine is arranged in a front cavity of the aero-engine, as shown in fig. 1, comprises a front-start generator 7 and a rear-start generator 8, is connected with an energy management system 14, and is connected with a power supply system of the aero-engine and an airplane thereof.
The energy management system 14 is external to the aircraft engine, is capable of storing electrical energy, and is connected to a fuel supply pump 15 and an ignition system 16 of the aircraft engine.
The aero-engine built-in double-start generator is shown in fig. 2, wherein the front-start generator 7 comprises a front rotor 71, a front stator 72, a front casing 73 and a front cooling fan 74, and the rear-start generator 8 comprises a rear rotor 81, a rear stator 82, a rear casing 83 and a rear cooling fan 84.
The front rotor 71 and the rear rotor 81 are sleeved on the high-pressure shaft 9 of the aero-engine, and an intermediate shared bearing 10 is arranged between the front rotor 71 and the rear rotor 81.
The front stator 72 and the rear stator 82 are respectively fitted around the outer peripheries of the front rotor 71 and the rear rotor 81.
The front housing 73 and the rear housing 83 are respectively sleeved on the peripheries of the front stator 72 and the rear stator 82.
The rear end of the front casing 73 is connected with the front end of the rear casing 83, and is sleeved on the middle shared bearing 10, so that the middle shared bearing 10 is used for positioning and transmitting force. The rear end of the front housing 73 and the front end of the rear housing 83 may be specifically connected by outward folding with bolts.
The front end of the front shell 73 is sleeved on a front support bearing 12 of a front cavity front bracket 11 of the aeroengine and is connected with the front cavity front bracket 11, and the front support bearing 12 is sleeved on the high-pressure shaft 9 for positioning and force transmission. The front end of the front housing 73 may be bolted to the front cavity front bracket 11, specifically by an outward flange.
The rear end of the rear casing 83 is connected with a front cavity rear bracket 13 of the aeroengine, and a rear supporting bearing 17 of the front cavity rear bracket 13 is sleeved on the high-pressure shaft 9 for positioning and force transmission. The rear end of the rear cabinet 83 may be bolted to the front cavity rear bracket 13, specifically by an outward flange.
The front cooling fan 74 and the rear cooling fan 84 are respectively arranged in the front housing 73 and the rear housing 83 and are sleeved on the high-pressure shaft 9, wherein the front cooling fan 74 is positioned in front of the front rotor 71 and the front stator 72, and the rear cooling fan 84 is positioned behind the rear rotor 81 and the rear stator 82.
The front housing 73 and the rear housing 83 are provided with converters, which are connected to the energy management system 14.
In the existing aero-engine, the starting power of the aero-engine is mostly smaller than the generating power, so that the mode of single-engine starting and double-engine generating can be realized, and the built-in double-engine generator of the aero-engine disclosed in the embodiment is controlled, specifically referring to the following steps:
When the aeroengine is started, the energy management system 14 is used for controlling the front starting generator 7 or the rear starting generator 8 to be in an electric mode and supplying power, so that the front starting generator 7 or the rear starting generator 8 is operated in the electric mode, the high-pressure shaft 9 is driven to rotate, after the rotating speed of the high-pressure shaft 9 reaches the rotating speed required by ignition of the aeroengine, the energy management system 14 is used for supplying power to the fuel oil supply pump 15, so that the fuel oil supply pump 15 is started, fuel oil is conveyed to the combustion chamber 3, and power is supplied to the ignition system 16, so that the ignition system 16 is started, and the fuel oil is ignited, so that the aeroengine is started.
After the aero-engine is started to work normally, the rotation speed of the high-voltage shaft 9 can be judged to reach a certain rotation speed value, and the energy management system 14 is used for controlling the front starting generator 7 and the rear starting generator 8 to be in a power generation mode so as to supply power for the aero-engine and a power supply system of the aero-engine.
The energy management system 14 monitors the operation mode of the front-end generator 7 or the rear-end generator 8 at all times during the starting and normal processes of the aircraft engine, and through the management of the motor and the electric energy, reliable starting of the aircraft engine and efficient power supply of the power supply system of the aircraft engine and the aircraft thereof are realized.
In the starting process of the aero-engine, in the ground and air starting processes, if the used starting generator fails, the other starting generator can be started immediately to drive the high-voltage shaft 9 to rotate, so that the reliability of starting the aero-engine can be greatly improved, and when the aero-engine needs to be started more quickly, for example, emergency starting, the two starting generators can simultaneously drive the high-voltage shaft 9 to rotate together, so that the starting time of the aero-engine is shortened. In addition, the energy management system stores electricity, so that the generator is used for driving in the inertial starting process of the aero-engine, and the reliability of inertial starting of the aero-engine is improved.
In the normal working process of the aero-engine, if a single generator is detected to be faulty, the working mode of the generator is converted into an electric mode, but no power is supplied to the generator, so that the generator idles, no electric energy is generated, and the working mode of the other generator is still in a power generation mode, so that the basic electric energy requirements of the aero-engine and the aircraft thereof are maintained.
When the aero-engine built-in double-start generator disclosed in the above embodiment works, the front cooling fan 74 and the rear cooling fan 84 can rotate under the drive of the high-voltage shaft 9 to actively cool the front start generator 7 and the rear start generator 8, so that the front start generator 7 and the rear start generator 8 are prevented from being damaged by high temperature, and the front cooling fan 74 and the rear cooling fan 84 are built in the front casing 73 and the rear casing 83 of the front start generator 7 and the rear start generator 8, so that the influence of vibration environment can be reduced.
The connecting lines of the front starting generator 7 and the rear starting generator 8 can be led out through the inside of the support plate structure of the aero-engine so as to avoid being damaged by airflow scouring.
The aero-engine built-in double-starting generator disclosed by the embodiment is of a structure with built-in double-starting generators, the size of a single starting generator can be effectively reduced, the single starting generator can be conveniently arranged in the aero-engine, and the double-starting generator is designed to share a bearing and a bearing structure in the aero-engine, so that the force transmission and positioning structure of the starting generator in the aero-engine are greatly simplified, the design difficulty is greatly reduced, and when the aero-engine is controlled, the double-starting generators are mutually backed up, the starting reliability of the aero-engine can be effectively ensured, and the power supply to the aero-engine and an aircraft power supply system thereof is effectively realized.
Having thus described the technical aspects of the present application with reference to the preferred embodiments shown in the drawings, it should be understood by those skilled in the art that the scope of the present application is not limited to the specific embodiments, and those skilled in the art may make equivalent changes or substitutions to the related technical features without departing from the principle of the present application, and those changes or substitutions will fall within the scope of the present application.
Claims (6)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202510126384.XA CN119778100B (en) | 2025-01-27 | 2025-01-27 | An aircraft engine built-in dual generator and its control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202510126384.XA CN119778100B (en) | 2025-01-27 | 2025-01-27 | An aircraft engine built-in dual generator and its control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN119778100A CN119778100A (en) | 2025-04-08 |
| CN119778100B true CN119778100B (en) | 2025-10-24 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202510126384.XA Active CN119778100B (en) | 2025-01-27 | 2025-01-27 | An aircraft engine built-in dual generator and its control method |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1870393A (en) * | 2006-06-12 | 2006-11-29 | 南京航空航天大学 | Mixing excitation brushless DC start generator |
| CN109404139A (en) * | 2018-12-10 | 2019-03-01 | 中国航发四川燃气涡轮研究院 | A kind of aero-engine shaftless high-voltage high-speed starter generator of no shell |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006211837A (en) * | 2005-01-28 | 2006-08-10 | Hitachi Ltd | Plant equipment |
| US7687928B2 (en) * | 2006-06-14 | 2010-03-30 | Smiths Aerospace, Llc | Dual-structured aircraft engine starter/generator |
| FR2911917B1 (en) * | 2007-01-31 | 2013-05-17 | Hispano Suiza Sa | DISTRIBUTED GAS TURBINE GENERATOR-STARTER ARCHITECTURE |
-
2025
- 2025-01-27 CN CN202510126384.XA patent/CN119778100B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1870393A (en) * | 2006-06-12 | 2006-11-29 | 南京航空航天大学 | Mixing excitation brushless DC start generator |
| CN109404139A (en) * | 2018-12-10 | 2019-03-01 | 中国航发四川燃气涡轮研究院 | A kind of aero-engine shaftless high-voltage high-speed starter generator of no shell |
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| Publication number | Publication date |
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| CN119778100A (en) | 2025-04-08 |
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