CN112537453B - Energy comprehensive management system for hybrid electric propulsion aircraft - Google Patents
Energy comprehensive management system for hybrid electric propulsion aircraft Download PDFInfo
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- CN112537453B CN112537453B CN202011230067.6A CN202011230067A CN112537453B CN 112537453 B CN112537453 B CN 112537453B CN 202011230067 A CN202011230067 A CN 202011230067A CN 112537453 B CN112537453 B CN 112537453B
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- coolant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
- B64D33/10—Radiator arrangement
Abstract
The embodiment of the invention discloses an energy comprehensive management system for a hybrid electric propulsion aircraft, relates to the technical field of electric propulsion, and can improve the thermal management efficiency and the safety of a power supply system of the hybrid electric propulsion aircraft. The invention comprises the following steps: the fan is coaxially connected with a driving motor, the driving motor is connected to a lubricating oil/air heat exchanger, the lubricating oil/air heat exchanger is connected to a lubricating oil/fuel oil heat exchanger through a three-way joint, and then the lubricating oil/air heat exchanger is connected to the driving motor; the combined power device is coaxially connected with a shaft of the combined power device; the turbine and the compressor are respectively connected with an air bleed port; the fuel tank is connected with the second fuel/cooling liquid heat exchanger, and is connected with the first fuel/cooling liquid heat exchanger and the combustion chamber of the combined power device through a tee joint; the combined power plant motor-generator is connected to the coolant/oil heat exchanger by a pump. The invention is suitable for hybrid electric propulsion aircrafts.
Description
Technical Field
The invention relates to the technical field of electric propulsion, in particular to an energy comprehensive management system for a hybrid electric propulsion aircraft.
Background
At present, traffic electrification is an important technical direction for realizing national 2060 carbon neutralization plans. For the aviation field, due to the fact that the power and the energy density of a traditional battery are low, the application of a pure electric aircraft is limited, and the problems that the effective load of the aircraft is small and the flight distance is short due to the fact that the weight of a storage battery is too large are difficult to solve. Hybrid electric propulsion aircraft solutions can solve the above problems, but face more severe and complex thermal and electrical energy management problems.
In the aspect of electric energy, the electric load of the hybrid electric propulsion aircraft comprises not only secondary energy, but also a high-power driving motor system for the electric ducted fan, and the traditional secondary energy (hydraulic energy, air pressure energy and electric energy) is unified into electric energy. Therefore, the power capacity is greatly improved, the requirements on the reliability and the power density of a power system are higher and higher, and the current battery technology cannot meet the requirements of an aircraft.
In the aspect of heat, the currently designed hybrid electric propulsion aircraft airborne system has high power and serious heat generation; and because the flying speed is improved, the pneumatic heating effect is obvious, and the heat dissipation is more difficult due to the use of a large amount of composite materials. And because the power of the aircraft engine is relatively reduced, an environmental control system for air bleed of the engine is still adopted, great influence is brought to the thrust and the efficiency of the engine, and particularly, all heat generated by the system is taken away by ram air, the heat is dissipated in the air outside the aircraft, and adverse influence is brought to the overall system efficiency of the aircraft.
Generally speaking, the current hybrid electric propulsion aircraft scheme has the problems of low efficiency of a cooling and heat dissipation system and poor flight safety caused by the whole system architecture.
Disclosure of Invention
The embodiment of the invention provides an energy comprehensive management system for a hybrid electric propulsion aircraft, which can improve the cooling and heat dissipation efficiency and safety of the hybrid electric propulsion aircraft.
In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:
an integrated energy management system for a hybrid electrically-propelled aircraft, comprising:
in each of the electric ducted fans: the fan is coaxially connected with a driving motor, the driving motor is connected to a lubricating oil/air heat exchanger, the lubricating oil/air heat exchanger is connected to a lubricating oil/fuel oil heat exchanger (41) through a three-way joint, and the lubricating oil/fuel oil heat exchanger (41) is connected to the driving motor again through a pump and another three-way joint; in a turbofan engine (3): the turbofan engine fan (33) and the turbofan engine low-pressure turbine (36) are coaxially connected with the built-in generator (31) and are both installed on the turbofan engine low-pressure shaft (38), the turbofan engine high-pressure shaft (39) is sleeved outside the turbofan engine low-pressure shaft (38), and the air/air heat exchanger (48) is installed in an outer duct of the turbofan engine (3). In a combined power plant (6): the combined power plant cooling turbine (62), the combined power plant motor-generator (61), the combined power plant compressor (63) and the combined power plant power turbine (64) are sequentially and coaxially connected to a combined power plant shaft (66), and the combined power plant cooling turbine (62) and the combined power plant compressor (63) are respectively connected with a bleed port of the aircraft through corresponding valves. The fuel tank (51) is connected to the second fuel/coolant heat exchanger (43), and the first fuel/coolant heat exchanger (42) and the combined power plant combustion chamber (65) are connected by a three-way joint, and the combined power plant motor generator (61) is connected to the coolant/lubricant heat exchanger (45) by a pump.
Specifically, each electric ducted fan includes: a first fan (13) in the first electric ducted fan (1) is coaxially connected with a first driving motor (11). The oil outlet of the first drive motor (11) is connected to the oil inlet of the first oil/air heat exchanger (12) via a fluid line. The lubricating oil outlet of the first lubricating oil/air heat exchanger (12) is connected to one joint of the second three-way joint (302) through a fluid pipeline. A second fan (23) of the second electric ducted fan (2) is coaxially connected with a second driving motor (21). The oil outlet of the second drive motor (21) is connected to the oil inlet of the second oil/air heat exchanger (22) via a fluid line. And a lubricating oil outlet of the second lubricating oil/air heat exchanger (22) is connected to a three-way joint of a second three-way joint (302) through a fluid pipeline. And the second joint of the second three-way joint (302) is connected to the lubricating oil inlet of the lubricating oil/fuel heat exchanger (41) through a fluid pipeline. A lubricating oil outlet of the lubricating oil/fuel oil heat exchanger (41) is connected to an inlet of an eighth pump (108) through a fluid pipeline, an outlet of the eighth pump (108) is connected to a third joint of a first three-way joint (301) through a fluid pipeline, a second joint of the first three-way joint (301) is connected to a lubricating oil inlet of a first driving motor (11) through a fluid pipeline, and a joint of the first three-way joint (301) is connected to a lubricating oil inlet of a second driving motor (21) through a fluid pipeline.
Specifically, the turbofan engine (3) includes: the turbofan engine fan (33) and the turbofan engine low-pressure turbine (36) are coaxially connected with the built-in generator (31) and are both arranged on the turbofan engine low-pressure shaft (38), wherein the built-in generator (31) is arranged between the turbofan engine fan (33) and the turbofan engine low-pressure turbine (36). The turbofan engine high-pressure shaft (39) is sleeved outside the turbofan engine low-pressure shaft (38), the turbofan engine compressor (34) and the turbofan engine high-pressure turbine (35) are coaxially connected with the built-in starting generator (32) and are both installed on the turbofan engine high-pressure shaft (39), the built-in starting generator (32) is installed in front of the turbofan engine compressor (34), and the turbofan engine combustion chamber (37) is located between the turbofan engine compressor (34) and the turbofan engine high-pressure turbine (35). An air/air heat exchanger (48) is mounted in the outer duct of the turbofan engine (3).
Specifically, the combined power device (6) comprises: the first bleed port (501) of the aircraft is connected to one joint of the ninth valve (209) through a fluid pipeline, and the second joint of the ninth valve (209) is connected to the first air inlet of the combined power plant cooling turbine (62) through a fluid pipeline. The second bleed port (502) of the aircraft is connected to one joint of the No. ten valve (210) through a fluid pipeline, and the second joint of the No. ten valve (210) is connected to an air inlet of the combined power plant compressor (63) through a fluid pipeline.
Specifically, an air outlet of the combined power plant compressor (63) is connected to a three-joint of a six-way joint (306) through a fluid pipeline, one joint of the six-way joint (306) is connected to one joint of a seven-way valve (207) through a fluid pipeline, and two joints of the seven-way valve (207) are connected to a three-way bleed air inlet (503) of the aircraft through a fluid pipeline. Two joints of the sixth three-way joint (306) are connected to two joints of the eighth three-way joint (308) through fluid pipelines, one joint of the eighth three-way joint (308) is connected to one joint of the eighth valve (208) through fluid pipelines, and two joints of the eighth valve (208) are connected to the combustion chamber (65) of the combined power device through fluid pipelines. The third joint of the eighth three-way joint (308) is connected to an air inlet of the air/air heat exchanger (48) through a fluid pipeline, an air outlet of the air/air heat exchanger (48) is connected to an air inlet of the second coolant/air heat exchanger (47) through a fluid pipeline, an air outlet of the second coolant/air heat exchanger (47) is connected to a first air inlet of the secondary cooler (46) through a fluid pipeline, a first air outlet of the secondary cooler (46) is connected to an air inlet of the combined power plant compressor (63) through a fluid pipeline, and a second air outlet of the secondary cooler (46) is connected to a second air inlet of the combined power plant cooling turbine (62) through a fluid pipeline. An air outlet of the combined power plant cooling turbine (62) is connected to an air inlet of the first cooling liquid/air heat exchanger (44) through a fluid pipeline, an air outlet of the first cooling liquid/air heat exchanger (44) is connected to a second joint of the seventh three-way joint (307) through a fluid pipeline, a third joint of the seventh three-way joint (307) is connected to a joint of the third valve (203) through a fluid pipeline, and a second joint of the third valve (203) is connected to a fourth bleed port (504) of the aircraft through a fluid pipeline. One connection of the seventh three-way connection (307) is connected to one connection of the fifth valve (205) through a fluid line, and the second connection of the fifth valve (205) is connected to the second air inlet of the sub-cooler (46) through a fluid line.
Specifically, a fuel tank (51) is connected to a fuel inlet of a second fuel/coolant heat exchanger (43) through a fluid pipeline, a fuel outlet of the second fuel/coolant heat exchanger (43) is connected to a third joint of a third three-way joint (303) through a fluid pipeline, a second joint of the third three-way joint (303) is connected to a joint of a second valve (202) through a fluid pipeline, a second joint of the second valve (202) is connected to an inlet of a fourth pump (104) through a fluid pipeline, and an outlet of the fourth pump (104) is connected to a combustion chamber (65) of the combined power device through a fluid pipeline. One joint of the third three-way joint (303) is connected to a fuel inlet of the first fuel/coolant heat exchanger (42) through a fluid pipeline, a fuel outlet of the first fuel/coolant heat exchanger (42) is connected to one joint of the first valve (201) through a fluid pipeline, the second joint of the first valve (201) is connected to an inlet of the first pump (101) through a fluid pipeline, an outlet of the first pump (101) is connected to a fuel inlet of the lubricating oil/fuel heat exchanger (41) through a fluid pipeline, and a fuel outlet of the lubricating oil/fuel heat exchanger (41) is connected to a combustion chamber (37) of the turbofan engine through a fluid pipeline. The coolant outlet of the first fuel/coolant heat exchanger (42) is connected to the inlet of the sixth pump (106) through a fluid line, the outlet of the sixth pump (106) is connected to the coolant inlet of the second coolant/air heat exchanger (47) through a fluid line, and the coolant outlet of the second coolant/air heat exchanger (47) is connected to the coolant inlet of the first fuel/coolant heat exchanger (42) through a fluid line.
Specifically, a cooling liquid outlet of the second fuel/cooling liquid heat exchanger (43) is connected to an inlet of a second pump (102) through a fluid pipeline, an outlet of the second pump (102) is connected to one joint of a fourth three-way joint (304) through a fluid pipeline, a third joint of the fourth three-way joint (304) is connected to a cooling liquid inlet of the avionics device (52) through a fluid pipeline, a cooling liquid outlet of the avionics device (52) is connected to a cooling liquid inlet of a cooling liquid/lubricating oil heat exchanger (45) through a fluid pipeline, a cooling liquid outlet of the cooling liquid/lubricating oil heat exchanger (45) is connected to a cooling liquid inlet of a first cooling liquid/air heat exchanger (44) through a fluid pipeline, and a cooling liquid outlet of the first cooling liquid/air heat exchanger (44) is connected to a third joint of a fifth three-way joint (305) through a fluid pipeline, the second joint of the fifth three-way joint (305) is connected to the first joint of the fourth valve (204) through a fluid pipeline, and the second joint of the fourth valve (204) is connected to the cooling liquid inlet of the second fuel/cooling liquid heat exchanger (43) through a fluid pipeline. One joint of the fifth three-way joint (305) is connected to one joint of the sixth valve (206) through a fluid pipeline, the second joint of the sixth valve (206) is connected to the inlet of the third pump (103) through a fluid pipeline, and the outlet of the third pump (103) is connected to the second joint of the fourth three-way joint (304) through a fluid pipeline.
Specifically, a lubricating oil outlet of the combined power device motor generator (61) is connected to an inlet of a fifth pump (105) through a fluid pipeline, an outlet of the fifth pump (105) is connected to a lubricating oil inlet of a cooling liquid/lubricating oil heat exchanger (45) through a fluid pipeline, and a lubricating oil outlet of the cooling liquid/lubricating oil heat exchanger (45) is connected to a lubricating oil inlet of the combined power device motor generator (61) through a fluid pipeline.
Specifically, the electrical interface of the first drive motor (11), the electrical interface of the second drive motor (21), the electrical interface of the built-in generator (31), the electrical interface of the built-in starter generator (32), and the electrical interface of the combined power plant motor generator (61) are all connected to the power distribution system (7) by electrical power connection lines. The electrical interfaces of the 28V battery (91), 270V battery (92), 28V electrical load (93) and 270V electrical load (94) are also all connected to the power distribution system (7) by power connection lines.
The first driving motor (11) and the first lubricating oil/air heat exchanger (12) are integrally installed together, and a lubricating oil outlet of the first driving motor (11) is directly connected with a lubricating oil inlet of the first lubricating oil/air heat exchanger (12), so that a fluid pipeline from the lubricating oil outlet of the first driving motor (11) to the lubricating oil inlet of the first lubricating oil/air heat exchanger (12) is eliminated. The second driving motor (21) and the second lubricating oil/air heat exchanger (22) are integrally installed together, and a lubricating oil outlet of the second driving motor (21) is directly connected with a lubricating oil inlet of the second lubricating oil/air heat exchanger (22), so that a fluid pipeline from the lubricating oil outlet of the second driving motor (21) to the lubricating oil inlet of the second lubricating oil/air heat exchanger (22) is eliminated.
At least three working modes based on the energy comprehensive management system comprise: a ground maintenance working mode, an air cooling working mode and an air emergency working mode;
under the ground maintenance working mode, the first electric ducted fan (1), the second electric ducted fan (2) and the turbofan engine (3) are all in a non-working state, and the combined power device combustion chamber (65) is in a working state, so that the combined power device power turbine (64) generates shaft power to respectively drive the combined power device electric generator (61), the combined power device cooling turbine (62) and the combined power device compressor (63);
under the air cooling working mode, a first electric ducted fan (1), a second electric ducted fan (2) and a turbofan engine (3) are in working states, a combined power device combustion chamber (65) is in a non-working state, and a combined power device electric generator (61) works in an electric state to drive a combined power device cooling turbine (62) and a combined power device compressor (63) to rotate;
under the air emergency working mode, the first ducted fan (1), the second ducted fan (2) and the turbofan engine (3) are in a non-working state. The combined power plant combustion chamber (65) is in an operating state, so that the combined power plant power turbine (64) generates shaft power to drive the combined power plant motor generator (61) to generate electricity.
The advantages of this embodiment are:
(1) the turbofan engine and the electric ducted fan are adopted to provide thrust for the aircraft together, so that the problem that the electric ducted fan cannot provide the thrust due to the failure of a driving motor system, the flight safety of the aircraft is damaged is solved, and the reliability of the aircraft is effectively improved;
(2) the combined power device adopted by the invention has a ground maintenance working mode, an air cooling working mode and an air emergency working mode, and provides cooling airflow and electric energy for the hybrid electric propulsion aircraft, thereby realizing energy system synthesis and improving the power density and efficiency of the system;
(3) the hybrid electric propulsion aircraft adopts the fuel oil as the heat sink to take away the heat, and does not completely adopt the ram air to take away the heat, so the compensation loss of the system is reduced, and the system efficiency of the hybrid electric propulsion aircraft is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a block diagram of an integrated energy management system for a hybrid electric propulsion aircraft according to the present embodiment;
FIG. 2 is a ground maintenance mode of operation of the integrated energy management system for a hybrid electric propulsion aircraft according to the present embodiment;
FIG. 3 illustrates an aerial cooling mode of operation of the integrated energy management system for a hybrid electric propulsion aircraft according to the present embodiment;
FIG. 4 is an aerial emergency mode of operation of the integrated energy management system for a hybrid electric propulsion aircraft according to the present embodiment;
the various reference numbers in the drawings respectively represent: 1-a first electric ducted fan, 2-a second electric ducted fan, 3-a turbofan engine, 6-a combined power device, 7-a power distribution system,
11-a first drive motor, 12-a first oil/air heat exchanger, 13-a first fan, 21-a second drive motor, 22-a second oil/air heat exchanger, 23-a second fan;
31-built-in generator, 32-built-in starter generator, 33-turbofan engine fan, 34-turbofan engine compressor, 35-turbofan engine high pressure turbine, 36-turbofan engine low pressure turbine, 37-turbofan engine combustion chamber, 38-turbofan engine low pressure shaft, 39-turbofan engine high pressure shaft;
41-oil/oil heat exchanger, 42-first oil/coolant heat exchanger, 43-second oil/coolant heat exchanger, 44-first coolant/air heat exchanger, 45-coolant/oil heat exchanger, 46-secondary cooler, 47-second coolant/air heat exchanger, 48-air/air heat exchanger;
51-fuel tank, 52-avionics;
61-combined power plant motor generator, 62-combined power plant cooling turbine, 63-combined power plant compressor, 64-combined power plant power turbine, 65-combined power plant combustion chamber; 66-a combined power plant shaft;
91-28V storage battery, 92-270V storage battery, 93-28V electric load and 94-270V electric load;
101-pump one, 102-pump two, 103-pump three, 104-pump four, 105-pump five, 106-pump six, 107-pump seven, and 108-pump eight (in the pump icon, the joint at one end is represented by a rectangle and is used as an outlet, and the other end is used as an inlet);
201-valve I, 202-valve II, 203-valve III, 204-valve IV, 205-valve V, 206-valve VI, 207-valve VII, 208-valve VIII, 209-valve IX, 210-valve XI;
301-a three-way joint, 302-a three-way joint, 303-a three-way joint, 304-a four-way joint, 305-a five-way joint, 306-a six-way joint, 307-a seven-way joint, 308-an eight-way joint (the joint marked with a black dot in the three-way joint is joint a, clockwise from joint a, and the rest joints are joint b and joint c respectively);
501-a first air entraining port of an aircraft, 502-a second air entraining port of the aircraft, 503-a third air entraining port of the aircraft and 504-a fourth air entraining port of the aircraft.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
In the present technical scheme, there are the problems of low efficiency and poor safety of the whole system, for example: the invention patent CN201810430213.6 discloses a cooling system for a hybrid power aircraft, which is provided with a motor cooling loop to cool a generator, a generator controller, a driving motor and a driving motor controller. The cooling system disclosed in the technical scheme adopts the radiator to cool the cooling liquid, and essentially dissipates heat generated by the generator, the generator controller, the driving motor controller and the internal combustion engine in the air outside the aircraft, so that the efficiency of the system is not improved. For another example: in the hybrid power system architecture of the technical scheme, if a power supply system (comprising a power battery and a range extending system) fails to work, an electric drive system cannot work, the aircraft loses all flight thrust, and an important flight control system is powered off, so that flight safety is seriously influenced.
The design objective of this embodiment is to improve the problem that the system efficiency is low due to the cooling and heat dissipation method in the prior art, and the flight safety is poor due to the whole system architecture. Based on the purpose, the hybrid electric propulsion aircraft energy comprehensive management system with high efficiency, high reliability and high system power density is designed and provided.
The energy integrated management system for a hybrid electric propulsion aircraft provided by the embodiment of the invention is shown in fig. 1, and specifically includes:
the power generation system comprises a first electric ducted fan 1, a second electric ducted fan 2, a turbofan engine 3, a combined power device 6 and a power distribution system 7.
A lube oil/fuel heat exchanger 41, a first fuel/coolant heat exchanger 42, a second fuel/coolant heat exchanger 43, a first coolant/air heat exchanger 44, a coolant/lube oil heat exchanger 45, a secondary cooler 46, a second coolant/air heat exchanger 47, an air/air heat exchanger 48.
A fuel tank 51 and avionics equipment 52.
The pump comprises a first pump 101, a second pump 102, a third pump 103, a fourth pump 104, a fifth pump 105, a sixth pump 106, a seventh pump 107 and an eighth pump 108.
A first three-way joint 301, a second three-way joint 302, a third three-way joint 303, a fourth three-way joint 304, a fifth three-way joint 305, a sixth three-way joint 306, a seventh three-way joint 307, and an eighth three-way joint 308.
Aircraft number one bleed port 501, aircraft number two bleed port 502, aircraft number three bleed port 503, aircraft number four bleed port 504.
The first electric ducted fan 1 includes a first driving motor 11, a first lubricant/air heat exchanger 12, and a first fan 13. The second electric ducted fan 2 includes a second drive motor 21, a second oil/air heat exchanger 22, and a second fan 23. The turbofan engine 3 includes an in-built generator 31, an in-built starter generator 32, a turbofan engine fan 33, a turbofan engine compressor 34, a turbofan engine high pressure turbine 35, a turbofan engine low pressure turbine 36, a turbofan engine combustion chamber 37, a turbofan engine low pressure shaft 38, and a turbofan engine high pressure shaft 39. The combined power plant 6 includes a combined power plant motor generator 61, a combined power plant cooling turbine 62, a combined power plant compressor 63, a combined power plant power turbine 64, a combined power plant combustion chamber 65, and a combined power plant shaft 66.
The first fan 13 in the first electric ducted fan 1 is coaxially connected to the first driving motor 11, the lubricant oil outlet of the first driving motor 11 is connected to the lubricant oil inlet of the first lubricant oil/air heat exchanger 12 through a fluid pipeline, and the lubricant oil outlet of the first lubricant oil/air heat exchanger 12 is connected to the joint 302-a of the second three-way joint 302 through a fluid pipeline. Similarly, the second fan 23 of the second electric ducted fan 2 is coaxially connected to the second drive motor 21, the oil outlet of the second drive motor 21 is connected to the oil inlet of the second oil/air heat exchanger 22 through a fluid line, the oil outlet of the second oil/air heat exchanger 22 is connected to the joint 302-c of the second three-way joint 302 through a fluid line, and the joint 302-b of the second three-way joint 302 is connected to the oil inlet of the oil/fuel heat exchanger 41 through a fluid line. The lubricant outlet of the lubricant/oil heat exchanger 41 is connected to the inlet of the pump 108 of the eighth type through a fluid line, the outlet of the pump 108 of the eighth type is connected to the joint 301-c of the three-way joint 301 of the first type through a fluid line, the joint 301-b of the three-way joint 301 of the first type is connected to the lubricant inlet of the first drive motor 11 through a fluid line, and the joint 301-a of the three-way joint 301 of the first type is connected to the lubricant inlet of the second drive motor 21 through a fluid line.
In the turbofan engine 3, a turbofan engine fan 33, a turbofan engine low-pressure turbine 36 and an internal generator 31 are coaxially connected, and are all mounted on a turbofan engine low-pressure shaft 38, wherein the internal generator 31 is mounted between the turbofan engine fan 33 and the turbofan engine low-pressure turbine 36. The turbofan engine high pressure shaft 39 is sleeved outside the turbofan engine low pressure shaft 38, the turbofan engine compressor 34 and the turbofan engine high pressure turbine 35 are coaxially connected with the built-in starter generator 32 and are both arranged on the turbofan engine high pressure shaft 39, wherein the built-in starter generator 32 is arranged in front of the turbofan engine compressor 34, and the turbofan engine combustion chamber 37 is arranged between the turbofan engine compressor 34 and the turbofan engine high pressure turbine 35. An air/air heat exchanger 48 is installed in the outer duct of the turbofan engine 3. Note: because of the space limitations of FIG. 1, the built-in generator 31, the built-in starter generator 32, and both are removed from the turbofan engine low pressure shaft 38, the turbofan engine high pressure shaft 39, respectively, and the installation locations are indicated by arrows.
In the combined power plant 6, a combined power plant cooling turbine 62, a combined power plant motor generator 61, a combined power plant compressor 63, and a combined power plant power turbine 64 are coaxially connected in this order to a combined power plant shaft 66.
Aircraft number one bleed port 501 is connected via a fluid line to a connection 209-a of valve No. nine 209 and a connection 209-b of valve No. nine 209 is connected via a fluid line to a first air inlet of combined power plant cooling turbine 62. The second aircraft bleed port 502 is connected via a fluid line to the connection 210-a of the tenth valve 210 and the connection 210-b of the tenth valve 210 is connected via a fluid line to the air inlet of the combined power plant compressor 63. The air outlet of the combined power plant compressor 63 is connected to the joint 306-c of the six-way joint 306 through a fluid line, the joint 306-a of the six-way joint 306 is connected to the joint 207-a of the seven-way valve 207 through a fluid line, and the joint 207-b of the seven-way valve 207 is connected to the third bleed air port 503 of the aircraft through a fluid line. The joint 306-b of the six-way joint 306 is connected to the joint 308-b of the eight-way joint 308 through a fluid line, the joint 308-a of the eight-way joint 308 is connected to the joint 208-a of the eight-way valve 208 through a fluid line, and the joint 208-b of the eight-way valve 208 is connected to the combined power plant combustion chamber 65 through a fluid line. The connection 308-c of the three-way connection 308 is connected via a fluid line to the air inlet of the air/air heat exchanger 48, the air outlet of the air/air heat exchanger 48 is connected via a fluid line to the air inlet of the second coolant/air heat exchanger 47, the air outlet of the second coolant/air heat exchanger 47 is connected via a fluid line to the first air inlet of the secondary cooler 46, the first air outlet of the secondary cooler 46 is connected via a fluid line to the air inlet of the combined power plant compressor 63, and the second air outlet of the secondary cooler 46 is connected via a fluid line to the second air inlet of the combined power plant cooling turbine 62. The air outlet of the combined power plant cooling turbine 62 is connected via fluid lines to the air inlet of the first coolant/air heat exchanger 44, the air outlet of the first coolant/air heat exchanger 44 is connected via fluid lines to the junction 307-b of the seven-way junction 307, the junction 307-c of the seven-way junction 307 is connected via fluid lines to the junction 203-a of the third valve 203, and the junction 203-b of the third valve 203 is connected via fluid lines to the aircraft fourth bleed air port 504. Junction 307-a of three way junction 307, seven, is connected via a fluid line to junction 205-a of valve 205, five, and junction 205-b of valve 205, five is connected via a fluid line to a second air inlet of secondary cooler 46.
The fuel tank 51 is connected to the fuel inlet of the second fuel/coolant heat exchanger 43 through a fluid line, the fuel outlet of the second fuel/coolant heat exchanger 43 is connected to the connector 303-c of the third three-way connector 303 through a fluid line, the connector 303-b of the third three-way connector 303 is connected to the connector 202-a of the second valve 202 through a fluid line, the connector 202-b of the second valve 202 is connected to the inlet of the fourth pump 104 through a fluid line, and the outlet of the fourth pump 104 is connected to the combined power unit combustion chamber 65 through a fluid line. The joint 303-a of the third three-way joint 303 is connected to the fuel inlet of the first fuel/coolant heat exchanger 42 through a fluid line, the fuel outlet of the first fuel/coolant heat exchanger 42 is connected to the joint 201-a of the first valve 201 through a fluid line, the joint 201-b of the first valve 201 is connected to the inlet of the first pump 101 through a fluid line, the outlet of the first pump 101 is connected to the fuel inlet of the lubricating oil/fuel heat exchanger 41 through a fluid line, and the fuel outlet of the lubricating oil/fuel heat exchanger 41 is connected to the combustion chamber 37 of the turbofan engine through a fluid line. The coolant outlet of the first fuel/coolant heat exchanger 42 is connected to the inlet of the sixth pump 106 via a fluid line, the outlet of the sixth pump 106 is connected to the coolant inlet of the second coolant/air heat exchanger 47 via a fluid line, and the coolant outlet of the second coolant/air heat exchanger 47 is connected to the coolant inlet of the first fuel/coolant heat exchanger 42 via a fluid line.
The coolant outlet of the second fuel/coolant heat exchanger 43 is connected to the inlet of the second pump 102 via a fluid line, the outlet of the second pump 102 is connected to the joint 304-a of the fourth three-way joint 304 via a fluid line, the joint 304-c of the fourth three-way joint 304 is connected to the coolant inlet of the avionics equipment 52 via a fluid line, the coolant outlet of the avionics equipment 52 is connected to the coolant inlet of the coolant/lube oil heat exchanger 45 via a fluid line, the coolant outlet of the coolant/lube oil heat exchanger 45 is connected to the coolant inlet of the first coolant/air heat exchanger 44 via a fluid line, the coolant outlet of the first coolant/air heat exchanger 44 is connected to the joint 305-c of the fifth three-way joint 305 via a fluid line, the joint 305-b of the fifth three-way joint 305 is connected to the joint 204-a of the fourth valve 204 via a fluid line, the connector 204-b of the fourth valve 204 is connected to the coolant inlet of the second fuel/coolant heat exchanger 43 via a fluid line. The connector 305-a of the fifth three-way connector 305 is connected to the connector 206-a of the sixth valve 206 through a fluid pipeline, the connector 206-b of the sixth valve 206 is connected to the inlet of the third pump 103 through a fluid pipeline, and the outlet of the third pump 103 is connected to the connector 304-b of the fourth three-way connector 304 through a fluid pipeline.
The lubricant outlet of the combined power unit motor generator 61 is connected to the inlet of the pump 105 No. five via a fluid line, the outlet of the pump 105 No. five is connected to the lubricant inlet of the coolant/lubricant heat exchanger 45 via a fluid line, and the lubricant outlet of the coolant/lubricant heat exchanger 45 is connected to the lubricant inlet of the combined power unit motor generator 61 via a fluid line. In addition, the electrical interface of the first drive motor 11, the electrical interface of the second drive motor 21, the electrical interface of the built-in generator 31, the electrical interface of the built-in starter generator 32, and the electrical interface of the combined power plant motor generator 61 are all connected to the power distribution system 7 via electric power connection lines. At the same time, the electrical interfaces of the 28V batteries 91, 270V batteries 92, 28V electrical loads 93, 270V electrical loads are also all connected to the power distribution system 7 via power connection lines.
Based on the integrated energy management system in this embodiment, three operation modes are further designed, including: ground maintenance mode of operation, air cooling mode of operation and air emergency mode of operation.
Ground maintenance mode of operation such as that shown in FIG. 2:
under the ground maintenance mode of operation, first electronic ducted fan 1, second electronic ducted fan 2, turbofan engine 3 are all in non-operating condition. The combined power plant combustion chamber 65 is in operation, so that the combined power plant power turbine 64 generates shaft power to drive the combined power plant motor generator 61, the combined power plant cooling turbine 62 and the combined power plant compressor 63, respectively. Wherein the power generated by the combined power plant motor generator 61 powers the avionics equipment 52. The cooling air expanded through the combined-power-plant cooling turbine 62 is used to cool the avionics equipment 52, the combined-power-plant motor-generator 61, and the like.
The specific working modes are as follows:
the third pump 103, the fourth pump 104, the fifth pump 105, the second valve 202, the third valve 203, the sixth valve 206, the seventh valve 207, the eighth valve 208, the ninth valve 209 and the tenth valve 210 are in an open state, and the rest of the pumps and valves are in a closed state. The fuel in the fuel tank 51 flows to the second fuel/coolant heat exchanger 43, then flows from the second fuel/coolant heat exchanger 43 to the second valve 202 and the fourth pump 104 in sequence, and finally flows to the combined power plant combustion chamber 65. The air compressed by the combined power plant compressor 63 flows out through an air outlet of the combined power plant compressor 63, and is divided into air a and air B after passing through a six-way joint 306, the air a flows to the combined power plant combustion chamber 65 through an eight-way valve 208 and is mixed with fuel oil flowing to the combined power plant combustion chamber 65, the fuel oil is combusted, and the generated air flow pushes the combined power plant power turbine 64, so that the combined power plant power turbine 64 generates shaft power. Air B is discharged to a ground heat exchanger outside the aircraft through a seventh valve 207 and an aircraft third bleed port 503, the air B is cooled in the ground heat exchanger, the air B then flows through an aircraft first bleed port 501 and a ninth valve 209 to a first air inlet of the combined power plant cooling turbine 62, the air B is expanded in the combined power plant cooling turbine 62, the temperature is further reduced, the air B then flows to a first coolant/air heat exchanger 44, and the air B is discharged from the first coolant/air heat exchanger 44 to the outside environment through a third valve 203 and an aircraft fourth bleed port 504.
The oil in the combined power plant motor generator 61 flows through the fifth pump 105 into the coolant/oil heat exchanger 45 and from the coolant/oil heat exchanger 45 to the combined power plant motor generator 61. The heat of the oil in the combined power plant motor generator 61 is taken away by the coolant in the coolant/oil heat exchanger 45, and the heat of the coolant is taken away by the air B in the first coolant/air heat exchanger 44.
The coolant in the avionics equipment 52 flows to the coolant/oil heat exchanger 45, from the coolant/oil heat exchanger 45 to the first coolant/air heat exchanger 44, and then flows through the No. six valve 206 and the No. three pump 103 in sequence into the avionics equipment 52. The coolant heat in the avionics equipment 52 is carried away by the air B in the first coolant/air heat exchanger 44.
Another example is the air cooling mode of operation shown in fig. 3:
in the air cooling operation mode, the first electric ducted fan 1, the second electric ducted fan 2, and the turbofan engine 3 are in an operating state, the combined power plant combustion chamber 65 is in a non-operating state, and the combined power plant motor generator 61 is in an electric state, and drives the combined power plant cooling turbine 62 and the combined power plant compressor 63 to rotate. The cooling air expanded through the combined-power-plant cooling turbine 62 is used to cool the avionics equipment 52, the combined-power-plant motor-generator 61, and the like.
The specific working modes are as follows:
the second pump 102, the fourth pump 104, the second valve 202, the third valve 203, the fourth valve 204, the seventh valve 207, the eighth valve 208, the ninth valve 209 and the tenth valve 210 are in a closed state, and the rest of the pumps and valves are in an open state. The fuel in the fuel tank 51 flows to the second fuel/coolant heat exchanger 43 and then to the first fuel/coolant heat exchanger 42, taking heat from the coolant in the first fuel/coolant heat exchanger 42. Then the fuel oil flows through the first valve 201 and the first pump 101 in sequence to enter the oil/fuel heat exchanger 41, and finally the fuel oil after absorbing heat flows into the combustion chamber 37 of the turbofan engine to be combusted, so that the turbofan engine 3 works.
The oil in the first drive motor 11 flows to the first oil/air heat exchanger 12 and then to the oil/fuel heat exchanger 41. Similarly, the oil in the second drive motor 21 flows to the second oil/air heat exchanger 22 and then to the oil/fuel heat exchanger 41, where the heat of the oil is carried away by the fuel in the oil/fuel heat exchanger 41. The cooled lubricant oil flows through the eighth pump 108, and flows into the first drive motor 11 and the second drive motor 21 through the first three-way joint 301, respectively.
The air C compressed by the combined power plant compressor 63 flows from the air outlet of the combined power plant compressor 63 to the air/air heat exchanger 48, where it is cooled for the first time. The air C then flows to the second coolant/air heat exchanger 47, the heat of the air C is removed by the coolant in the second coolant/air heat exchanger 47, at the same time, the coolant in the second coolant/air heat exchanger 47 flows to the first fuel/coolant heat exchanger 42, the heat of the coolant is removed by the fuel in the first fuel/coolant heat exchanger 42, and the cooled coolant in the first fuel/coolant heat exchanger 42 flows through the number six pump 106 into the second coolant/air heat exchanger 47. The air C flowing out of the air outlet of the second coolant/air heat exchanger 47 flows to the secondary cooler 46, where it is cooled for a third time. The air C then flows into the combined power plant cooling turbine 62, expands through the combined power plant cooling turbine 62, and further cools the air C. The air C expanded by the combined power plant cooling turbine 62 flows to the first coolant/air heat exchanger 44, then flows through the valve 205 No. five into the secondary cooler 46, and the air C cooled by the secondary cooler 46 flows to the combined power plant compressor 63.
The cooling liquid in the avionics equipment 52 flows to the cooling liquid/lubricating oil heat exchanger 45 and then flows to the first cooling liquid/air heat exchanger 44 from the cooling liquid outlet of the cooling liquid/lubricating oil heat exchanger 45, the heat of the cooling liquid is taken away by the air C in the first cooling liquid/air heat exchanger 44, and then the cooling liquid flowing out of the first cooling liquid/air heat exchanger 44 flows into the avionics equipment 52 through the sixth valve 206 and the third pump 103 in sequence to cool the avionics equipment 52. The lubricating oil in the combined power unit motor generator 61 flows through the fifth pump 105 and enters the coolant/lubricating oil heat exchanger 45, the heat of the lubricating oil is taken away by the coolant in the coolant/lubricating oil heat exchanger 45, and the lubricating oil flowing out of the coolant/lubricating oil heat exchanger 45 flows into the combined power unit motor generator 61 to cool the combined power unit motor generator 61.
For another example, the air emergency operation mode shown in fig. 4:
under the air emergency working mode, the first ducted fan 1, the second ducted fan 2 and the turbofan engine 3 are in a non-working state. The combined power plant combustor 65 is in operation such that the combined power plant power turbine 64 produces shaft power that drives the combined power plant motor generator 61 to generate electricity. Wherein the power generated by the combined power plant motor generator 61 powers the avionics equipment 52.
The specific working modes are as follows:
the second pump 102, the fourth pump 104, the fifth pump 105, the second valve 202, the fourth valve 204, the eighth valve 208, and the tenth valve 210 are in an open state, and the remaining pumps and valves are in a closed state. The fuel in the fuel tank 51 flows to the second fuel/coolant heat exchanger 43, and the fuel flowing out from the fuel outlet of the second fuel/coolant heat exchanger 43 flows through the second valve 202 and the fourth pump 104 in sequence into the combined power unit combustion chamber 65. Air D flows in from aircraft No. two bleed ports 502 through No. ten valve 210 into combined power plant compressor 63. The air D compressed by the combined power plant compressor 63 flows from the air outlet of the combined power plant compressor 63 through the eighth valve 208 into the combined power plant combustion chamber 65 to be mixed with the fuel oil flowing into the combined power plant combustion chamber 65, and the air flow generated by the combustion of the fuel oil pushes the combined power plant power turbine 64, so that the combined power plant power turbine 64 generates shaft power.
The coolant in the avionics equipment 52 flows to the coolant/oil heat exchanger 45 and then flows from the coolant outlet of the coolant/oil heat exchanger 45 to the first coolant/air heat exchanger 44, at which point the first coolant/air heat exchanger 44 has no air flow and no heat exchange effect. The coolant flowing out of the coolant outlet of the first coolant/air heat exchanger 44 passes through the valve No. four 204 and enters the second fuel/coolant heat exchanger 43, and the heat of the coolant is taken away by the fuel in the second fuel/coolant heat exchanger 43. Finally, the coolant flowing out of the coolant outlet of the second fuel/coolant heat exchanger 43 flows through the second pump 102 into the avionics equipment 52, and cools the avionics equipment 52. The lubricating oil in the combined power unit motor generator 61 flows through the fifth pump 105 and enters the coolant/lubricating oil heat exchanger 45, the heat of the lubricating oil is taken away by the coolant in the coolant/lubricating oil heat exchanger 45, and the lubricating oil flowing out of the lubricating oil outlet of the coolant/lubricating oil heat exchanger 45 flows into the combined power unit motor generator 61 to cool the combined power unit motor generator 61.
The advantages of this embodiment are:
(1) the turbofan engine and the electric ducted fan are adopted to provide thrust for the aircraft together, so that the problem that the electric ducted fan cannot provide the thrust due to the failure of a driving motor system, the flight safety of the aircraft is damaged is solved, and the reliability of the aircraft is effectively improved;
(2) the combined power device adopted by the invention has a ground maintenance working mode, an air cooling working mode and an air emergency working mode, and provides cooling airflow and electric energy for the hybrid electric propulsion aircraft, thereby realizing energy system synthesis and improving the power density and efficiency of the system;
(3) the hybrid electric propulsion aircraft adopts the fuel oil as the heat sink to take away the heat, and does not completely adopt the ram air to take away the heat, so the compensation loss of the system is reduced, and the system efficiency of the hybrid electric propulsion aircraft is improved.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (6)
1. An integrated energy management system for a hybrid electrically propelled aircraft, comprising:
in each of the electric ducted fans: the fan is coaxially connected with a driving motor, the driving motor is connected to a lubricating oil/air heat exchanger, the lubricating oil/air heat exchanger is connected to a lubricating oil/fuel oil heat exchanger (41) through a three-way joint, and the lubricating oil/fuel oil heat exchanger (41) is connected to the driving motor again through a pump and another three-way joint;
in a turbofan engine (3): a turbofan engine fan (33), a turbofan engine low pressure turbine (36) and an internal generator (31) are coaxially connected and are both arranged on a turbofan engine low pressure shaft (38), a turbofan engine high pressure shaft (39) is sleeved outside the turbofan engine low pressure shaft (38), and an air/air heat exchanger (48) is arranged in an outer duct of the turbofan engine (3);
in a combined power plant (6): the combined power plant cooling turbine (62), the combined power plant motor-generator (61), the combined power plant compressor (63) and the combined power plant power turbine (64) are sequentially and coaxially connected to a combined power plant shaft (66), and the combined power plant cooling turbine (62) and the combined power plant compressor (63) are respectively connected with a bleed port of an aircraft through corresponding valves;
the fuel tank (51) is connected to the second fuel/coolant heat exchanger (43), and then connected to the first fuel/coolant heat exchanger (42) and the combined power plant combustion chamber (65) through a three-way joint;
the combined power plant motor generator (61) is connected with the cooling liquid/lubricating oil heat exchanger (45) through a pump;
among each electronic duct fan, specifically include:
a first fan (13) in the first electric ducted fan (1) is coaxially connected with a first driving motor (11); a lubricating oil outlet of the first driving motor (11) is connected to a lubricating oil inlet of the first lubricating oil/air heat exchanger (12) through a fluid pipeline; a lubricating oil outlet of the first lubricating oil/air heat exchanger (12) is connected to one joint of the second three-way joint (302) through a fluid pipeline;
a second fan (23) in the second electric ducted fan (2) is coaxially connected with a second driving motor (21); a lubricant outlet of the second drive motor (21) is connected to a lubricant inlet of the second lubricant/air heat exchanger (22) through a fluid line; a lubricating oil outlet of the second lubricating oil/air heat exchanger (22) is connected to a third joint of the second three-way joint (302) through a fluid pipeline;
a second joint of the second three-way joint (302) is connected to a lubricating oil inlet of the lubricating oil/fuel heat exchanger (41) through a fluid pipeline;
a lubricating oil outlet of the lubricating oil/fuel oil heat exchanger (41) is connected to an inlet of an eighth pump (108) through a fluid pipeline, an outlet of the eighth pump (108) is connected to a third joint of a first three-way joint (301) through a fluid pipeline, a second joint of the first three-way joint (301) is connected to a lubricating oil inlet of a first driving motor (11) through a fluid pipeline, and a joint of the first three-way joint (301) is connected to a lubricating oil inlet of a second driving motor (21) through a fluid pipeline;
the turbofan engine (3) specifically includes:
the turbofan engine fan (33), the turbofan engine low pressure turbine (36) and the built-in generator (31) are coaxially connected and are both arranged on the turbofan engine low pressure shaft (38), wherein the built-in generator (31) is arranged between the turbofan engine fan (33) and the turbofan engine low pressure turbine (36);
the turbofan engine high-pressure shaft (39) is sleeved outside the turbofan engine low-pressure shaft (38), the turbofan engine compressor (34) and the turbofan engine high-pressure turbine (35) are coaxially connected with the built-in starting generator (32) and are both installed on the turbofan engine high-pressure shaft (39), the built-in starting generator (32) is installed in front of the turbofan engine compressor (34), and the turbofan engine combustion chamber (37) is arranged between the turbofan engine compressor (34) and the turbofan engine high-pressure turbine (35);
the air/air heat exchanger (48) is installed in the outer duct of the turbofan engine (3);
the combined power device (6) specifically comprises:
the first bleed port (501) of the aircraft is connected to one joint of a ninth valve (209) through a fluid pipeline, and the second joint of the ninth valve (209) is connected to a first air inlet of a cooling turbine (62) of the combined power plant through a fluid pipeline;
a second bleed port (502) of the aircraft is connected to a joint of a tenth valve (210) through a fluid pipeline, and a second joint of the tenth valve (210) is connected to an air inlet of a combined power plant compressor (63) through a fluid pipeline;
an air outlet of the combined power plant compressor (63) is connected to a three-joint of a No. six three-way joint (306) through a fluid pipeline, one joint of the No. six three-way joint (306) is connected to one joint of a No. seven valve (207) through a fluid pipeline, and two joints of the No. seven valve (207) are connected to a No. three bleed air port (503) of the aircraft through a fluid pipeline;
a second joint of the sixth three-way joint (306) is connected to a second joint of the eighth three-way joint (308) through a fluid pipeline, a joint of the eighth three-way joint (308) is connected to a joint of the eighth valve (208) through a fluid pipeline, and a second joint of the eighth valve (208) is connected to the combined power device combustion chamber (65) through a fluid pipeline;
a third joint of the No. eight three-way joint (308) is connected to an air inlet of the air/air heat exchanger (48) through a fluid pipeline, an air outlet of the air/air heat exchanger (48) is connected to an air inlet of the second cooling liquid/air heat exchanger (47) through a fluid pipeline, an air outlet of the second cooling liquid/air heat exchanger (47) is connected to a first air inlet of the secondary cooler (46) through a fluid pipeline, a first air outlet of the secondary cooler (46) is connected to an air inlet of the combined power plant compressor (63) through a fluid pipeline, and a second air outlet of the secondary cooler (46) is connected to a second air inlet of the combined power plant cooling turbine (62) through a fluid pipeline;
an air outlet of the combined power plant cooling turbine (62) is connected to an air inlet of a first cooling liquid/air heat exchanger (44) through a fluid pipeline, an air outlet of the first cooling liquid/air heat exchanger (44) is connected to a second joint of a seventh three-way joint (307) through a fluid pipeline, a third joint of the seventh three-way joint (307) is connected to a first joint of a third valve (203) through a fluid pipeline, and a second joint of the third valve (203) is connected to a fourth bleed port (504) of the aircraft through a fluid pipeline;
one connection of the seventh three-way connection (307) is connected to one connection of the fifth valve (205) through a fluid line, and the second connection of the fifth valve (205) is connected to the second air inlet of the sub-cooler (46) through a fluid line.
2. The integrated energy management system for a hybrid electric propulsion aircraft according to claim 1, characterized in that the fuel tank (51) is connected via a fluid line to the fuel inlet of the second fuel/coolant heat exchanger (43), the fuel outlet of the second fuel/coolant heat exchanger (43) is connected via a fluid line to the triple junction of the third three-way junction (303), the second junction of the third three-way junction (303) is connected via a fluid line to the first junction of the second valve (202), the second junction of the second valve (202) is connected via a fluid line to the inlet of the fourth pump (104), and the outlet of the fourth pump (104) is connected via a fluid line to the combined power plant combustion chamber (65);
one joint of the third three-way joint (303) is connected to a fuel inlet of the first fuel/coolant heat exchanger (42) through a fluid pipeline, a fuel outlet of the first fuel/coolant heat exchanger (42) is connected to one joint of the first valve (201) through a fluid pipeline, the second joint of the first valve (201) is connected to an inlet of the first pump (101) through a fluid pipeline, an outlet of the first pump (101) is connected to a fuel inlet of the lubricating oil/fuel heat exchanger (41) through a fluid pipeline, and a fuel outlet of the lubricating oil/fuel heat exchanger (41) is connected to a combustion chamber (37) of the turbofan engine through a fluid pipeline;
the coolant outlet of the first fuel/coolant heat exchanger (42) is connected to the inlet of the sixth pump (106) through a fluid line, the outlet of the sixth pump (106) is connected to the coolant inlet of the second coolant/air heat exchanger (47) through a fluid line, and the coolant outlet of the second coolant/air heat exchanger (47) is connected to the coolant inlet of the first fuel/coolant heat exchanger (42) through a fluid line.
3. The integrated energy management system for a hybrid electric propulsion aircraft according to claim 2, characterized in that the coolant outlet of the second fuel/coolant heat exchanger (43) is connected by fluid lines to the inlet of the second pump (102), the outlet of the second pump (102) is connected by fluid lines to a connection of a fourth three-way connection (304), the three connections of the fourth three-way connection (304) are connected by fluid lines to the coolant inlet of the avionics equipment (52), the coolant outlet of the avionics equipment (52) is connected by fluid lines to the coolant inlet of the coolant/grease heat exchanger (45), the coolant outlet of the coolant/grease heat exchanger (45) is connected by fluid lines to the coolant inlet of the first coolant/air heat exchanger (44), the coolant outlet of the first coolant/air heat exchanger (44) is connected by fluid lines to the three connection of the fifth three-way connection (305) The second joint of the fifth three-way joint (305) is connected to the first joint of the fourth valve (204) through a fluid pipeline, and the second joint of the fourth valve (204) is connected to the cooling liquid inlet of the second fuel/cooling liquid heat exchanger (43) through a fluid pipeline;
one joint of the fifth three-way joint (305) is connected to one joint of the sixth valve (206) through a fluid pipeline, the second joint of the sixth valve (206) is connected to the inlet of the third pump (103) through a fluid pipeline, and the outlet of the third pump (103) is connected to the second joint of the fourth three-way joint (304) through a fluid pipeline.
4. The integrated energy management system for a hybrid electric-propulsion aircraft of claim 1, characterized in that a lubricant outlet of the combined-power-plant motor-generator (61) is connected to an inlet of a pump (105) of the fifth type via a fluid line, an outlet of the pump (105) of the fifth type is connected to a lubricant inlet of the coolant/lubricant heat exchanger (45) via a fluid line, and a lubricant outlet of the coolant/lubricant heat exchanger (45) is connected to a lubricant inlet of the combined-power-plant motor-generator (61) via a fluid line;
the first driving motor (11) and the first lubricating oil/air heat exchanger (12) are integrally installed together, and a lubricating oil outlet of the first driving motor (11) is directly connected with a lubricating oil inlet of the first lubricating oil/air heat exchanger (12);
the second driving motor (21) and the second lubricating oil/air heat exchanger (22) are integrally installed together, and a lubricating oil outlet of the second driving motor (21) is directly connected with a lubricating oil inlet of the second lubricating oil/air heat exchanger (22).
5. The integrated energy management system for hybrid electric-propulsion aircraft according to claim 1, characterized in that the electrical interface of the first drive motor (11), the electrical interface of the second drive motor (21), the electrical interface of the built-in generator (31), the electrical interface of the built-in starter generator (32) and the electrical interface of the combined-power-plant motor-generator (61) are all connected to the power distribution system (7) by electric power connection lines;
the electrical interfaces of the 28V battery (91), 270V battery (92), 28V electrical load (93) and 270V electrical load (94) are also all connected to the power distribution system (7) by power connection lines.
6. An integrated energy management system for a hybrid electrically-propelled aircraft according to any of claims 1 to 5, further comprising at least three modes of operation based on said integrated energy management system, including: a ground maintenance working mode, an air cooling working mode and an air emergency working mode;
under the ground maintenance working mode, the first electric ducted fan (1), the second electric ducted fan (2) and the turbofan engine (3) are all in a non-working state, and the combined power device combustion chamber (65) is in a working state, so that the combined power device power turbine (64) generates shaft power to respectively drive the combined power device electric generator (61), the combined power device cooling turbine (62) and the combined power device compressor (63);
under the air cooling working mode, a first electric ducted fan (1), a second electric ducted fan (2) and a turbofan engine (3) are in working states, a combined power device combustion chamber (65) is in a non-working state, and a combined power device electric generator (61) works in an electric state to drive a combined power device cooling turbine (62) and a combined power device compressor (63) to rotate;
under the air emergency working mode, the first ducted fan (1), the second ducted fan (2) and the turbofan engine (3) are in a non-working state; the combined power plant combustion chamber (65) is in an operating state, so that the combined power plant power turbine (64) generates shaft power to drive the combined power plant motor generator (61) to generate electricity.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011230067.6A CN112537453B (en) | 2020-11-06 | 2020-11-06 | Energy comprehensive management system for hybrid electric propulsion aircraft |
Applications Claiming Priority (1)
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| CN101970298A (en) * | 2007-11-14 | 2011-02-09 | 空中巴士运作简易股份有限公司 | Method for controlling thermal effluents generated by an aircraft and cooling device for an aircraft implementing said method |
| CN109339952A (en) * | 2018-09-29 | 2019-02-15 | 北京航空航天大学 | A kind of engine starting system and airborne Energy Management System of helicopter |
| CN110920914A (en) * | 2019-12-06 | 2020-03-27 | 南京航空航天大学 | Comprehensive thermal management and regulation system for airplane |
| CN111017235A (en) * | 2019-12-25 | 2020-04-17 | 中国航空工业集团公司沈阳飞机设计研究所 | Energy-optimized aircraft electromechanical system thermal management method |
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| CN101970298A (en) * | 2007-11-14 | 2011-02-09 | 空中巴士运作简易股份有限公司 | Method for controlling thermal effluents generated by an aircraft and cooling device for an aircraft implementing said method |
| CN109339952A (en) * | 2018-09-29 | 2019-02-15 | 北京航空航天大学 | A kind of engine starting system and airborne Energy Management System of helicopter |
| CN110920914A (en) * | 2019-12-06 | 2020-03-27 | 南京航空航天大学 | Comprehensive thermal management and regulation system for airplane |
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