CN217456363U - Aircraft propulsion device and aircraft - Google Patents
Aircraft propulsion device and aircraft Download PDFInfo
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- CN217456363U CN217456363U CN202220827985.5U CN202220827985U CN217456363U CN 217456363 U CN217456363 U CN 217456363U CN 202220827985 U CN202220827985 U CN 202220827985U CN 217456363 U CN217456363 U CN 217456363U
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Abstract
An object of the utility model is to provide an aircraft advancing device and aircraft, aircraft advancing device include fan rotor subassembly, magnetic levitation bearing subassembly, driving motor and energy storage unit. The fan rotor assembly comprises a transmission shaft, a fan disc and rotor blades arranged on the fan disc, the magnetic suspension bearing assembly supports the transmission shaft, a driving motor is in transmission connection with the transmission shaft, and an energy storage unit is electrically connected with the driving motor and controlled by an electric control system and used for providing working power for the driving motor. The aircraft propulsion device can reduce the operation and maintenance cost of the aircraft.
Description
Technical Field
The utility model relates to an aircraft field especially relates to an aircraft advancing device and aircraft.
Background
Conventional aircraft engines rely on the combustion of aviation fuel (aviation kerosene) to convert the thermal energy produced into mechanical energy to provide the power required by the aircraft. The basic process comprises the following steps: the gas compressor finishes gas compression, fuel oil is combusted in the combustion chamber to generate high-temperature and high-pressure gas, the high-temperature and high-pressure gas expands in the turbine to do work to drive the turbine to rotate so as to convert heat energy into mechanical energy, and the turbine drives the gas compressor or the fan to generate thrust.
Fig. 1 shows a schematic diagram of an existing aircraft engine configuration, which includes a fan unit 91, a core unit 92 composed of a high-pressure compressor, a combustor and a high-pressure turbine, a low-pressure turbine unit 93, an air inlet duct 94, a fan cover 95, a nacelle 96, an accessory gearbox unit, and the like.
The energy problem is one of the problems that modern power plants need to overcome. Aviation fuel is derived from petroleum, and as a non-renewable resource, petroleum is reduced, and the traditional aviation engine taking aviation kerosene as fuel faces the problem of energy shortage. Traditional aircraft engines are complex in configuration and expensive to manufacture and maintain. According to statistics, the one-time overhaul cost of the currently-in-service aircraft engine accounts for about 30% of the selling price of the new engine, and one reason for the fact that the service life control part of the traditional engine is expensive, such as an engine disc and a shaft part. Although the blades are non-life controls, the core blades, particularly high pressure turbine blades, are extremely expensive in terms of new part costs and repair costs.
The problem that how to solve the traditional aeroengine structure complicacy, the system is more, and manufacturing, operation and maintenance cost are high is that needs solve at present urgently.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an aircraft advancing device can reduce the operation and the maintenance cost of aircraft.
To achieve the aforementioned object, an aircraft propulsion device comprises:
the fan rotor assembly comprises a transmission shaft, a fan disc and rotor blades arranged on the fan disc;
a magnetic bearing assembly supporting the drive shaft;
the driving motor is in transmission connection with the transmission shaft;
an electric control system, and
and the energy storage unit is electrically connected with the driving motor, is controlled by the electric control system and is used for providing working power for the driving motor.
In one or more embodiments, the magnetic-levitation bearing assembly includes a magnetic thrust bearing and a magnetic radial bearing, and the magnetic thrust bearing and the magnetic radial bearing are sequentially arranged along the air intake direction of the aircraft propulsion device.
In one or more embodiments, the fan-driven gearbox further comprises a fan casing and an over-force casing, wherein the over-force casing is connected to a flange mounting edge of the fan casing, and the magnetic suspension bearing assembly supports the transmission shaft on the over-force casing.
In one or more embodiments, the driving motor is mounted on the bearing casing through a motor base.
In one or more embodiments, the bearing casing is connected with the fan casing through the flange mounting edge.
In one or more embodiments, the rotor blade is a retractable blade.
In another aspect, according to some embodiments of the present application, there is also provided an aircraft comprising a plurality of thrusters, the thrusters being aircraft propulsion devices as described above.
In one or more embodiments, the thrusters are respectively arranged on a wing and a tail of the aircraft, and the energy storage unit is arranged in the wing and/or in the lower part of the fuselage of the aircraft.
In one or more embodiments, the aircraft further comprises a reverse thrust system, and the reverse thrust system is arranged at a position downstream of the air flow outlet of the heavy-load case along the air inlet direction of the aircraft propelling device.
In another aspect, according to some embodiments of the present application, there is also provided an aircraft including a plurality of thrusters, wherein each of the thrusters includes two of the aforementioned aircraft propelling devices, and the two aircraft propelling devices are sequentially arranged along an air intake direction of the thruster.
The beneficial effects of the utility model reside in that:
compared with the traditional aircraft engine, the aircraft propulsion device does not have a low-pressure compressor (a booster stage), a high-pressure compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine and a gear transmission device. As for an engine system, the novel aircraft propulsion power device is free of a lubricating oil system, a fuel system, an ignition system, a gear transmission system and the like, the number of parts is greatly reduced, and the manufacturing and maintenance cost is greatly reduced. In addition, as no lubricating oil or fuel oil exists, the common fault problems of engines such as sealing and leakage do not exist, and the purposes of reducing the operation and maintenance cost of the aircraft can be realized.
The above description is only an overview of the technical solutions of the present application, and the present application may be implemented in accordance with the content of the description so as to make the technical means of the present application more clearly understood, and the detailed description of the present application will be given below in order to make the above and other objects, features, and advantages of the present application more clearly understood.
Drawings
Various additional advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Moreover, like reference numerals are used to refer to like elements throughout. In the drawings:
FIG. 1 shows a schematic diagram of a prior art aircraft engine configuration.
FIG. 2 illustrates a schematic view of an aircraft propulsion device according to some embodiments of the present application;
FIG. 3 illustrates a schematic view of an aircraft propulsion device according to further embodiments of the present application;
FIG. 4 illustrates a schematic overhead view of an aircraft according to some embodiments of the present application;
FIG. 5 illustrates a schematic front view of an aircraft according to some embodiments of the present application.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are merely used to more clearly illustrate the technical solutions of the present application, and therefore are only examples, and the protection scope of the present application is not limited thereby.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "including" and "having," and any variations thereof, in the description and claims of this application and the description of the above figures are intended to cover non-exclusive inclusions.
In order to enable a reduction of the operating and maintenance costs of an aircraft, according to some embodiments of the present application, an aircraft propulsion device is provided, as shown in fig. 2 a schematic view of an aircraft propulsion device according to some embodiments of the present application. It will be appreciated that the configuration of the aircraft propulsion device as shown in figure 2 is shown only in a schematic view, and that the actual aircraft propulsion device may have more detail.
The aircraft propulsion device 100 comprises a fan rotor assembly 1, a magnetic bearing assembly 2, a drive motor 3 and an energy storage unit 4. Wherein fan rotor subassembly 1 includes transmission shaft 10, fan dish 13 and sets up rotor blade 11 on fan dish 13, but magnetic levitation bearing subassembly 2 is used for supporting transmission shaft 10, and driving motor 3 is connected with transmission shaft 10 transmission for when driving motor 3 actuates, can drive transmission shaft 10 and rotate by the rotation when magnetic levitation bearing subassembly 2 supports, thereby it produces thrust to drive fan dish 13 and rotor blade 11 and rotate together. It is understood that the connection of the driving motor 3 and the transmission shaft 10 may include, but is not limited to, the driving connection of the output shaft of the driving motor 3 and the transmission shaft 10 through, for example, a shaft coupling or other transmission assembly.
The energy storage unit 4 is electrically connected to the driving motor 3, for example, wired or wireless, by a wire, so as to provide a power source for the driving motor 3. In some specific embodiments, the energy storage unit 4 uses lithium ions, sodium ions, or other metal ions as an energy storage medium, or uses a hydrogen energy source as an energy storage system.
The aircraft propulsion device 100 further comprises an electric control system, and the energy storage unit 4 is controlled by the electric control system to start and stop so as to provide working power for the driving motor 3.
Compared with the traditional aircraft engine, the aircraft propulsion device 100 does not have a low-pressure compressor (a booster stage), a high-pressure compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine and a gear transmission device. As for an engine system, the novel aircraft propulsion power device is free of a lubricating oil system, a fuel system, an ignition system, a gear transmission system and the like, the number of parts is greatly reduced, and the manufacturing and maintenance cost is greatly reduced. In addition, as no lubricating oil or fuel oil exists, the common fault problems of engines such as sealing and leakage do not exist, and the purposes of reducing the operation and maintenance cost of the aircraft can be realized.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
With continued reference to fig. 2, according to some embodiments of the present application, the magnetic-levitation bearing assembly 2 includes a magnetic-levitation thrust bearing 20 and a magnetic-levitation radial bearing 21, and the magnetic-levitation thrust bearing 20 and the magnetic-levitation radial bearing 21 are sequentially arranged along an air intake direction of the aircraft propulsion device 100. Specifically, in the embodiment shown in the figures, the magnetic thrust bearings 20 are disposed upstream of the magnetic radial bearings 21 in the air intake direction of the aircraft propulsion device 100. Of course, in other embodiments, different from the one shown in the drawings, the magnetic thrust bearings 20 are disposed downstream of the magnetic radial bearings 21 along the air intake direction of the aircraft propulsion device 100. Wherein, through setting up thrust magnetic bearing 20, can balance the axial thrust that rotor blade 11 produced to bear preceding radial force, and through setting up radial magnetic bearing 21, can bear the back radial force of rotor. In some specific embodiments, the magnetic-levitation bearing assembly 2 employs permanent-magnet bearings or electromagnetic-levitation bearings.
Adopt the magnetic bearing to support, can realize utilizing the magnetic characteristic to suspend fan rotor subassembly 1 in magnetic field, realize non-contact and rotate, and then promote transmission efficiency.
With continued reference to fig. 2, in accordance with some embodiments of the present application, the aircraft propulsion device 100 further includes a fan case 5 and a force-bearing case 6, the force-bearing case 6 is connected to the fan case 5 by a flange mounting edge 50, and the magnetic bearing assembly 2 supports the drive shaft 10 on the force-bearing case 6, thereby placing the aircraft propulsion device 100 in a closed rotor configuration. Of course, in other embodiments than those shown, the present aircraft propulsion device 100 may be provided in an open rotor configuration that does not include a fan containment case.
The fan casing 5 and the bearing casing 6 can be designed in a front-rear two-section mode or in an integrated configuration mode.
Further, according to some embodiments of the present application, the driving motor 3 is mounted on the bearing case 6 through a motor base. In some specific embodiments, the driving motor 3 is a permanent magnet synchronous motor or other type of motor.
Further, according to some embodiments of the present application, the bearing case 6 and the fan case 5 are connected by a flange mounting edge 50. Specifically, the magnetic bearing seat in the magnetic bearing assembly 2 is arranged on a casing in a bearing casing 6, and thrust generated by a fan is transmitted to an engine mounting joint through a bearing support plate of the bearing casing 6 and further transmitted to an airplane, so that the airplane obtains required thrust.
Further, according to some embodiments of the present application, the rotor blade 11 is a retractable blade to meet the variable flow design requirement and achieve the requirement of low rotation speed and large thrust within the envelope range. Of course, in other alternative embodiments, the rotor blades 11 are fixed length blades to achieve equal flow design requirements.
In another aspect, according to some embodiments of the present application, there is also provided an aircraft, as shown in fig. 4, which shows a schematic top view of the aircraft according to some embodiments of the present application, and fig. 5, which shows a schematic front view of the aircraft according to some embodiments of the present application. Wherein an aircraft provided according to some embodiments of the present application employs an aircraft propulsion device as provided in one or more of the embodiments described above as a propeller.
According to some embodiments of the application, thrusters, i.e. aircraft propulsion devices 100, are shown arranged at the wing 81 and the empennage 82 of the aircraft, respectively, the energy storage unit 4 being arranged within the wing 81 of the aircraft and/or underneath the fuselage 80 of the aircraft. The energy storage unit 4 is designed and installed inside the fuselage or the wing, and is designed to be in a quick power change mode. When the aircraft lands and stops on the parking apron, the batteries can be quickly replaced. The replaced battery is charged on site in the airport.
In the description of the embodiments of the present application, the term "and/or" is only one kind of association relationship describing an associated object, and means that three relationships may exist, for example, a and/or B, and may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
According to some embodiments of the application, a counterthrust system 83 is further included, the counterthrust system 83 being disposed downstream of the catenary casing outlet airflow in the direction of air intake of the aircraft propulsion device. Specifically, the role and configuration of thrust reverser system 83 is consistent with that of a conventional aircraft engine.
According to some embodiments of the present application, the thrusters in the aircraft are according to the configuration as shown in fig. 3, i.e. comprising two aircraft propulsion devices 100 arranged one after the other in the direction of the air intake of the thrusters. The propeller adopting the configuration is suitable for the aircraft with medium and high thrust. Wherein the two aircraft propulsion devices 100 can be designed in a double-fan coaxial configuration (the front fan and the rear fan have the same rotation speed) and a double-fan differential/double-shaft configuration (the front fan and the rear fan have different rotors to achieve different rotation speeds) to improve the propulsion efficiency, according to the configuration requirements. The former has simple structure, and the latter has higher propelling efficiency.
The following improvements can be achieved by using the aircraft propulsion device 100 as described in one or more of the embodiments described above:
1) no fuel and its control system, no lubricating oil and its cooling system are needed.
2) Fuel and oil filtration systems and monitoring devices therefor are not required. A gearless transmission device.
3) The traditional designs of a compressor, a combustion chamber, a high-pressure turbine and a low-pressure turbine are eliminated. The air-free compression, combustion and expansion work process.
4) And high-temperature components are not used, so that the performance requirement on the material is reduced.
5) No greenhouse gas emission.
6) The structure is greatly simplified, and the integrated design with the airplane is easy to realize.
7) Is independent of aviation kerosene/petroleum and has greatly reduced demand for non-renewable energy sources.
In the description of the embodiments of the present application, the technical terms "first", "second", and the like are used only for distinguishing different objects, and are not to be construed as indicating or implying relative importance or implicitly indicating the number, specific order, or primary-secondary relationship of the technical features indicated. In the description of the embodiments of the present application, "a plurality" means two or more unless specifically defined otherwise.
In the description of the embodiments of the present application, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are used in a broad sense, and for example, may be fixedly connected, detachably connected, or integrated; mechanical connection or electrical connection is also possible; either directly or indirectly through intervening media, either internally or in any other relationship. Specific meanings of the above terms in the embodiments of the present application can be understood by those of ordinary skill in the art according to specific situations.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present disclosure, and the present disclosure should be construed as being covered by the claims and the specification. In particular, the technical features mentioned in the embodiments can be combined in any way as long as there is no structural conflict. The present application is not intended to be limited to the particular embodiments disclosed herein but is to cover all embodiments that may fall within the scope of the appended claims.
Claims (10)
1. An aircraft propulsion device, comprising:
the fan rotor assembly comprises a transmission shaft, a fan disc and rotor blades arranged on the fan disc;
a magnetic bearing assembly supporting the drive shaft;
the driving motor is in transmission connection with the transmission shaft;
an electric control system, and
and the energy storage unit is electrically connected with the driving motor, is controlled by the electric control system and is used for providing working power for the driving motor.
2. The aircraft propulsion device according to claim 1, wherein the magnetic bearing assembly comprises a magnetic thrust bearing and a magnetic radial bearing, and the magnetic thrust bearing and the magnetic radial bearing are arranged in sequence along an air intake direction of the aircraft propulsion device.
3. The aircraft propulsion device of claim 1, further comprising a fan case and an outrigger case connected to a flange mounting edge of the fan case, the magnetic bearing assembly supporting the drive shaft on the outrigger case.
4. The aircraft propulsion device of claim 3, wherein the drive motor is mounted to the messenger case by a motor mount.
5. The aircraft propulsion device of claim 3, wherein the messenger case and the fan case are flanged via the mounting edge.
6. The aircraft propulsion device according to claim 1, characterized in that said rotor blades are retractable blades.
7. An aircraft comprising a plurality of thrusters, wherein the thrusters are aircraft propulsion devices according to any one of claims 1 to 6.
8. The aircraft as claimed in claim 7, characterized in that the thrusters are arranged respectively at the wing and at the tail of the aircraft, and the energy storage unit is arranged in the wing and/or in the lower part of the fuselage of the aircraft.
9. The aircraft of claim 7, further comprising a reverse thrust system, the aircraft propulsion device comprising an messenger case in an air intake direction of the aircraft propulsion device, the reverse thrust system being disposed downstream of an airflow outlet of the messenger case.
10. An aircraft comprising a plurality of thrusters, wherein each thruster comprises two aircraft propulsion devices as claimed in any one of claims 1 to 6, arranged in series in the direction of air intake of the thruster.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220827985.5U CN217456363U (en) | 2022-04-02 | 2022-04-02 | Aircraft propulsion device and aircraft |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220827985.5U CN217456363U (en) | 2022-04-02 | 2022-04-02 | Aircraft propulsion device and aircraft |
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| CN217456363U true CN217456363U (en) | 2022-09-20 |
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| CN202220827985.5U Active CN217456363U (en) | 2022-04-02 | 2022-04-02 | Aircraft propulsion device and aircraft |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117963144A (en) * | 2024-04-01 | 2024-05-03 | 陕西科技大学 | Propelling transmission device of airplane and application method |
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- 2022-04-02 CN CN202220827985.5U patent/CN217456363U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117963144A (en) * | 2024-04-01 | 2024-05-03 | 陕西科技大学 | Propelling transmission device of airplane and application method |
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