CN109779783B

CN109779783B - Turbofan engine with self-regulating capability of bypass ratio

Info

Publication number: CN109779783B
Application number: CN201910274680.9A
Authority: CN
Inventors: 田大可; 金路; 张宇; 范小东; 杨谢柳; 张岩
Original assignee: Shenyang Jianzhu University
Current assignee: Shenyang Jianzhu University
Priority date: 2019-04-08
Filing date: 2019-04-08
Publication date: 2024-01-23
Anticipated expiration: 2039-04-08
Also published as: CN109779783A

Abstract

The invention relates to the technical field of aviation power, in particular to a turbofan engine with bypass ratio self-adjusting capability. The technical proposal is as follows: the system comprises a first valve, a fan, a speed reducer, a second valve, a gas compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a third valve, a fourth valve and a fifth valve; the fan is connected with the low-pressure turbine through a speed reducer to form a low-pressure rotor system, and the low-pressure rotor system is supported on a first bearing, a second bearing, a third bearing and a sixth bearing; the compressor is connected with the high-pressure turbine to form a high-pressure rotor system, and the high-pressure rotor system is supported on the fourth bearing and the fifth bearing; the first valve is installed in the front end of second outer culvert shell, and the second valve is installed on the intermediary shell, and the third valve is installed on the rear shell, and the fourth valve is installed in the rear end of first outer culvert shell, and the fifth valve is installed in the rear end of second outer culvert shell. The invention has strong adaptability, large unit thrust, high propulsion efficiency and low fuel consumption.

Description

Turbofan engine with self-regulating capability of bypass ratio

Technical Field

The invention relates to the technical field of aviation power, in particular to a turbofan engine with bypass ratio self-adjusting capability.

Background

The aeroengine is a heart of an aircraft, is a core component in a large system of the aircraft, and along with the continuous expansion of human beings in the fields of national defense, scientific research, civil use and the like, new and higher requirements are provided for the aircraft, in particular the aeroengine, in the aspects of multitasking, long voyage, high altitude, high speed and the like. The traditional conventional cycle engine mainly comprises two types of turbojet engines and turbofan engines, wherein the turbojet engines completely depend on high-temperature gas flow in a duct to generate thrust and are usually used as power for high-speed flight, but the turbojet engines have higher fuel consumption and lower propulsion efficiency; the turbofan engine jointly generates thrust by the external fan airflow and the internal high-temperature fuel airflow, has the advantages of high propulsion efficiency, low fuel consumption, good heat efficiency and propulsion efficiency balance and the like, but the large-diameter fan increases the windward area of the engine, so that the turbofan engine with a larger duct is not suitable for supersonic cruise flight. Therefore, at present, two conventional fixed cycle engines have certain defects and shortcomings at different degrees, and are difficult to adapt to the development requirements of future aircraft.

Disclosure of Invention

The turbofan engine with the bypass ratio self-regulating capability has the advantages of strong adaptability, large unit thrust, high propulsion efficiency, low fuel consumption and the like.

The technical scheme of the invention is as follows:

a turbofan engine with self-regulating capability of bypass ratio comprises a first valve, a fan, a speed reducer, a second valve, a gas compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a third valve, a fourth valve and a fifth valve; the fan is connected with the low-pressure turbine through the speed reducer to form a low-pressure rotor system, and the low-pressure rotor system is supported on a first bearing, a second bearing, a third bearing and a sixth bearing; the compressor is connected with the high-pressure turbine to form a high-pressure rotor system, and the high-pressure rotor system is supported on a fourth bearing and a fifth bearing; the first valve is installed in the front end of second outer culvert shell, and the second valve is installed on the intermediary shell, and the third valve is installed on the rear shell, and the fourth valve is installed in the rear end of first outer culvert shell, and the fifth valve is installed in the rear end of second outer culvert shell.

Further, the turbofan engine with the self-adjusting capability of the bypass ratio is characterized in that the first valve is installed at the front end of the second outer casing in a hinged manner, the second valve is installed on the intermediate casing in a hinged manner, the third valve is installed on the rear casing in a hinged manner, the fourth valve is installed at the rear end of the first outer casing in a hinged manner, and the fifth valve is installed at the rear end of the second outer casing in a hinged manner.

Further, the turbofan engine with the bypass ratio self-adjusting capability is characterized in that the first bearing, the second bearing, the third bearing, the fourth bearing, the fifth bearing and the sixth bearing are all magnetic suspension bearings.

Further, the turbofan engine with the bypass ratio self-adjusting capability is characterized in that the first bearing is arranged on the front casing; the second bearing, the third bearing and the fourth bearing are arranged on the intermediate case; the fifth bearing is an intermediate bearing and is arranged between the high-pressure rotor system and the low-pressure rotor system; the sixth bearing is mounted on the rear case.

The beneficial effects of the invention are as follows: 1. according to the invention, through designing a plurality of regulating valves, continuous conversion among different duct ratios can be realized, so that not only is the use requirement of the aircraft on multitasking satisfied, but also the fuel economy of the engine is improved; 2. according to the invention, the speed reducer is designed between the fan and the low-pressure turbine, so that the respective potential of the two parts is effectively brought into play, and the performance of the engine is improved; 3. the high-pressure rotor system and the low-pressure rotor system adopt the magnetic suspension bearing, the bearing can meet the requirement of high rotating speed, lubrication is not needed, and the weight of the structure is reduced; 4. the design idea of the multi-mode regulation of the turbofan engine can be applied to the fields of aerospace, navigation, automobiles and the like.

Drawings

FIG. 1 is a schematic diagram of the overall structure of a turbofan engine with bypass ratio autonomous regulation capability;

FIG. 2 is a schematic diagram of a first single-bypass mode of operation;

FIG. 3 is a schematic diagram of a first bypass and a second bypass dual bypass mode of operation;

FIG. 4 is a schematic illustration of a first and third bypass dual bypass mode of operation;

FIG. 5 is a schematic diagram of a three-duct simultaneous operation mode of the first, second and third ducts.

Detailed Description

As shown in fig. 1, a turbofan engine with bypass ratio autonomous adjustment capability includes a first valve 1, a fan 3, a speed reducer 4, a second valve 6, a compressor 7, a combustion chamber 11, a high-pressure turbine 12, a low-pressure turbine 13, a third valve 16, a fourth valve 17, and a fifth valve 18; the fan 3 is connected with the low-pressure turbine 13 through the speed reducer 4 to form an engine low-pressure rotor system, and the low-pressure rotor system is supported on a first bearing 19, a second bearing 20, a third bearing 21 and a sixth bearing 24; the compressor 7 and the high-pressure turbine 12 are connected to form an engine high-pressure rotor system, and the high-pressure rotor system is supported on a fourth bearing 22 and a fifth bearing 23; the first valve 1 is installed at the front end of the second outer culvert casing 15 in a hinged manner, the second valve 6 is installed on the intermediate casing 5 in a hinged manner, the third valve 16 is installed on the rear casing 25 in a hinged manner, the fourth valve 17 is installed at the rear end of the first outer culvert casing 14 in a hinged manner, and the fifth valve 18 is installed at the rear end of the second outer culvert casing 15 in a hinged manner; the first bearing 19, the second bearing 20, the third bearing 21, the fourth bearing 22, the fifth bearing 23 and the sixth bearing 24 are all magnetic bearings, wherein the first bearing 19 is mounted on the front casing 2; the second bearing 20, the third bearing 21, and the fourth bearing 22 are mounted on the intermediate casing 5; the fifth bearing 23 is an intermediate bearing, and is installed between the high-pressure rotor system and the low-pressure rotor system; the sixth bearing 24 is mounted on the rear case 25.

Embodiment one: as shown in fig. 2, when the aircraft is in light load or cruising at low speed, the engine only needs to provide smaller thrust meeting basic requirements, at this time, the first valve 1 and the second valve 6 are closed, the second duct 9 and the third duct 10 do not generate thrust, the thrust of the engine is only from the first duct 8, at this time, the engine is converted into an turbojet engine without external ducts, in order to fully utilize the advantages of the components, a speed reducer 4 is designed between the fan 3 and the low-pressure turbine 13, and is used for reducing the tangential velocity of the tip of the fan 3 while not affecting the normal operation of the low-pressure turbine 13, but because the effective working height of the fan 3 in the radial direction is reduced, only a part of the effect is exerted by the fan 3, and in addition, in order to better meet the use requirements, the thrust can be secondarily regulated by the third valve 16 in the single-duct working mode of the first duct 8.

Embodiment two: as shown in fig. 3 and 4, when the aircraft needs medium thrust, the engine can close the first valve 1 or the second valve 6 according to the specific requirement of use, and open the first duct 8 and the second duct 9 or the first duct 8 and the third duct 10 in a double-duct working mode, and at the moment, the working mode of the first duct 8 is unchanged, a part of thrust of the engine is generated, and the other part of thrust is generated by air entering the second duct 9 or the third duct 10; in order to better meet the use requirements, a fourth valve 17 and a fifth valve 18 are designed to further regulate the thrust of the second duct 9 and the third duct 10, respectively.

Embodiment III: as shown in fig. 5, when the aircraft needs high thrust, the engine is in a three-duct working mode, at this time, the first valve 1 and the second valve 6 are simultaneously opened, the fan 3 is in a complete working state, the outside air simultaneously enters the first duct 8, the second duct 9 and the third duct 10, the three ducts all generate thrust, and in order to better meet the requirements, the engine can be properly regulated by using the third valve 16, the fourth valve 17 and the fifth valve 18 while the three ducts are working.

The rotor system of the engine is supported by adopting six magnetic bearings, namely a first bearing 19, a second bearing 20, a third bearing 21, a fourth bearing 22, a fifth bearing 23 and a sixth bearing 24.

Claims

1. A turbofan engine with self-regulating bypass ratio capability, which is characterized by comprising a first valve, a fan, a speed reducer, a second valve, a gas compressor, a combustion chamber, a high-pressure turbine, a low-pressure turbine, a third valve, a fourth valve and a fifth valve; the fan is connected with the low-pressure turbine through the speed reducer to form a low-pressure rotor system, and the low-pressure rotor system is supported on a first bearing, a second bearing, a third bearing and a sixth bearing; the compressor is connected with the high-pressure turbine to form a high-pressure rotor system, and the high-pressure rotor system is supported on a fourth bearing and a fifth bearing; the first valve is arranged at the front end of the second outer culvert casing, the second valve is arranged on the intermediate casing, the third valve is arranged on the rear casing, the fourth valve is arranged at the rear end of the first outer culvert casing, and the fifth valve is arranged at the rear end of the second outer culvert casing; the first valve is arranged at the front end of the second outer culvert casing in a hinged manner, the second valve is arranged on the intermediate casing in a hinged manner, the third valve is arranged on the rear casing in a hinged manner, the fourth valve is arranged at the rear end of the first outer culvert casing in a hinged manner, and the fifth valve is arranged at the rear end of the second outer culvert casing in a hinged manner; the first bearing (19) is arranged on the front casing (2); the second bearing (20), the third bearing (21) and the fourth bearing (22) are arranged on the intermediary case (5); the fifth bearing (23) is an intermediate bearing and is arranged between the high-pressure rotor system and the low-pressure rotor system; the sixth bearing (24) is mounted on the rear casing (25); the first bearing, the second bearing, the third bearing, the fourth bearing, the fifth bearing and the sixth bearing are all magnetic suspension bearings.