CN113062801A - Power rear output type turboprop engine and airplane - Google Patents
Power rear output type turboprop engine and airplane Download PDFInfo
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- CN113062801A CN113062801A CN202110417072.6A CN202110417072A CN113062801A CN 113062801 A CN113062801 A CN 113062801A CN 202110417072 A CN202110417072 A CN 202110417072A CN 113062801 A CN113062801 A CN 113062801A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 36
- 230000009467 reduction Effects 0.000 claims abstract description 32
- 238000005452 bending Methods 0.000 claims abstract description 6
- 238000007599 discharging Methods 0.000 claims abstract description 4
- 238000002485 combustion reaction Methods 0.000 claims description 17
- 239000000446 fuel Substances 0.000 claims description 6
- 239000000284 extract Substances 0.000 claims description 5
- 238000000605 extraction Methods 0.000 claims description 4
- 239000007789 gas Substances 0.000 description 81
- 239000003638 chemical reducing agent Substances 0.000 description 6
- 239000002737 fuel gas Substances 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/20—Adaptations of gas-turbine plants for driving vehicles
- F02C6/206—Adaptations of gas-turbine plants for driving vehicles the vehicles being airscrew driven
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
- F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/36—Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user
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Abstract
The invention discloses a power rear output type turboprop engine which comprises an accessory transmission device, an air inlet device, a gas generating device and an exhaust device which are sequentially arranged along the axial direction, a power output device which is arranged at the inner side of the air inlet end of the exhaust device and used for extracting power from high-temperature and high-pressure gas exhausted by the gas generating device, and a speed reduction transmission device which extends into the exhaust end of the exhaust device along the axial direction and is connected with the power output device and used for transmitting the power to a thrust output device; the air inlet device is provided with an air inlet flow passage used for introducing air into the gas generating device, the air inlet flow passage extends inwards along the radial direction of the power rear output type turboprop engine and then bends and extends to the air inlet end of the gas generating device, the exhaust device is provided with an exhaust flow passage used for discharging gas flowing through the power output device and an exhaust port communicated with the exhaust flow passage, and the exhaust flow passage extends outwards along the radial direction of the power rear output type turboprop engine after bending and extending to the exhaust port.
Description
Technical Field
The invention relates to the technical field of aircraft engines, in particular to a power rear output type turboprop engine and an aircraft.
Background
Gas turbine engines have now developed various configurations, including turbojet, turbofan and turboprop engines, to provide wide-spread power for military and civilian aircraft. Compared with a turbojet turbofan engine, the turboprop engine has the advantages of economy, oil saving and good low-speed characteristic, and is widely applied to small and medium-sized transport planes and general aviation airplanes.
For a turboprop engine, air is compressed by a compressor after entering the engine, and then is mixed and combusted with fuel in a combustion chamber to generate high-temperature and high-pressure fuel gas, energy is extracted from the fuel gas through a gas turbine connected with the compressor to drive the compressor to rotate continuously, the gas turbine can drive a propeller to rotate at the same time, and energy can also be extracted from the fuel gas through a free turbine disconnected with the compressor to drive the propeller to rotate.
Turboprop engines currently powering commercial aircraft are primarily available in both free turbine-free and free turbine-equipped configurations. The turbine of the turboprop engine without a free turbine structure simultaneously drives the compressor and the propeller to rotate through the same shaft, and the rotating ratio of the power output shaft of the turboprop engine to the core engine is fixed. The engine with the free turbine drives the propeller to rotate through a separate turbine. The turboprop engine with free turbine can make the gas generator rotor and free turbine rotor operate at respective optimum rotating speed, and effectively raise energy conversion efficiency of engine and propeller.
For a single-engine aircraft, the turboprop engine is generally mounted on the aircraft in two modes, namely a forward pull-in mode mounted on the nose and a rear push mode mounted on the tail of the aircraft. For multiple-issue aircraft, the engine is typically mounted under the wing using a wing-mount.
For medium and small tonnage turbine propeller type commercial aircraft in the general aviation market, the aircraft is small in size and tonnage, the influence of the overall size and weight of an engine on the aerodynamic appearance and the tonnage of the aircraft becomes more prominent, under the same power level, the pneumatic design difficulty of the aircraft is increased due to the overlarge overall size of the engine, the aerodynamic resistance is increased, and the overall tonnage of the aircraft is increased due to the overlarge weight; therefore, in medium and low power turboprop engine designs, further reductions in size and weight of the engine become more important. In addition, conventional turboprop engines typically employ a front-mounted output scheme in which a speed reducer is disposed at the compressor end, the speed reducer having both an offset layout and a coaxial layout. The offset speed reducer is usually adopted with a lower S-shaped air inlet, and the speed reducer and the air inlet are respectively extended out in different radial directions, so that the radial size of an engine, namely the windward area, is larger. When a concentric speed reducer is adopted, a lip-shaped air inlet wrapped outside the speed reducer is usually adopted, the windward area of the engine is increased, and the air inlet loss of the air inlet layout is large.
Disclosure of Invention
The invention provides a rear power output type turboprop engine and an airplane, and aims to solve the technical problems of large aerodynamic resistance and large air intake loss caused by large overall size and windward area of the conventional turboprop engine.
According to one aspect of the invention, a power rear output type turboprop engine is provided, which is used for transmitting power to a thrust output device so as to push an airplane to advance, and comprises an accessory transmission device, an air inlet device, a gas generating device and an exhaust device which are sequentially arranged along the axial direction of the power rear output type turboprop engine, a power output device which is arranged at the inner side of the air inlet end of the exhaust device and used for extracting power from high-temperature and high-pressure gas exhausted by the gas generating device, and a speed reduction transmission device which axially extends into the exhaust end of the exhaust device and is connected with the power output device and used for transmitting the power to the thrust output device; the air inlet device is provided with an air inlet channel used for introducing air into the gas generating device, the air inlet channel extends inwards along the radial direction of the power rear output type turboprop engine and then bends and extends to the air inlet end of the gas generating device, air is admitted along the radial direction of the power rear output type turboprop engine through the air inlet device, the radially entered air is enabled to turn in an angle and then enters the air inlet end of the gas generating device, the exhaust device is provided with an exhaust channel used for discharging the gas flowing through the power output device and an exhaust port communicated with the exhaust channel, and the exhaust channel extends outwards along the radial direction of the power rear output type turboprop engine after bending and extending to the exhaust port.
Further, the bending angle of the air inlet flow channel is 80-90 degrees.
Further, the plurality of exhaust ports are centrosymmetric with respect to an axis of the power after-output turboprop engine.
Further, the gas generating device comprises a gas compressor communicated with the gas inlet channel, a combustion chamber communicated with the gas compressor, a gas turbine arranged at the gas exhaust end of the combustion chamber and a gas turbine output shaft used for connecting the gas turbine and the gas compressor, air enters the combustion chamber after being compressed by the gas compressor and is mixed and combusted with fuel, so that high-temperature and high-pressure gas is generated, and the gas turbine extracts power from the high-temperature and high-pressure gas to rotate and drives the gas compressor to rotate continuously.
Further, the gas turbine is mounted inside the combustor basket of the combustor.
Further, the output shaft of the gas turbine penetrates through the gas compressor and the gas inlet device and then is connected with the input end of the accessory transmission device, so that a part of power transmitted by the output shaft of the gas turbine is transmitted to an accessory needing power extraction through the accessory transmission device.
Further, the power output device comprises a free turbine mounted inside the air inlet end of the exhaust device and a free turbine output shaft for connecting the free turbine with the reduction transmission device.
Further, the free turbine is supported and fixed to the inner side of the intake end of the exhaust apparatus by a cantilever structure.
Furthermore, an eccentric compensation shaft connected with the power output device is arranged at the input end of the speed reduction transmission device.
According to another aspect of the invention there is also provided an aircraft comprising a rear power take-off turboprop as described above and a thrust take-off connected to the output of the reduction drive.
The invention has the following beneficial effects:
the invention relates to a power rear output type turboprop engine, which is characterized in that an air inlet device, a gas generating device and an exhaust device are axially connected, the power output device is arranged at the inner side of the air inlet end of the exhaust device, a speed reduction transmission device axially extends from the exhaust end of the exhaust device and is connected with the power output device, air is introduced into the gas generating device through the air inlet device, power is extracted from high-temperature and high-pressure gas exhausted by the gas generating device through the power output device and is transmitted to the speed reduction transmission device, and then the power is transmitted to a thrust output device through the speed reduction transmission device, so that the thrust output device generates thrust to push an airplane to advance, the gas flowing through the power output device is exhausted from an exhaust channel in the exhaust device, the structural layout of the whole engine is compact, the weight of the whole engine is reduced, and in addition, the air inlet channel arranged in the air inlet device is used for introducing the air into the, the gas inlet end of the gas generating device is bent and extended after extending along the radial direction, the end close to the gas inlet device and the end close to the speed reduction transmission device are both reduced in windward area and overall dimension, air inlet loss is reduced, and the aerodynamic shape design of the airplane is facilitated.
In addition to the objects, features and advantages described above, other objects, features and advantages of the present invention are also provided. The present invention will be described in further detail below with reference to the drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic structural view of a power take-off turboprop according to a preferred embodiment of the present invention;
fig. 2 is a schematic structural view of a power after-take turboprop according to a preferred embodiment of the present invention.
Illustration of the drawings:
1. an air intake device; 11. an air inlet channel; 2. a gas generating device; 21. a compressor; 211. a centrifugal impeller; 22. a combustion chamber; 23. a gas turbine; 24. a gas turbine output shaft; 3. a power output device; 31. a free turbine; 32. a free turbine output shaft; 4. an exhaust device; 41. an exhaust flow passage; 5. a reduction gear; 51. an eccentric compensation shaft; 52. an input gear shaft; 53. an output gear shaft; 6. an accessory drive; 61. a spur gear; 62. the accessory drives the gearbox.
Detailed Description
The embodiments of the invention will be described in detail below with reference to the accompanying drawings, but the invention can be embodied in many different forms, which are defined and covered by the following description.
FIG. 1 is a schematic structural view of a power take-off turboprop according to a preferred embodiment of the present invention; fig. 2 is a schematic structural view of a power after-take turboprop according to a preferred embodiment of the present invention.
As shown in fig. 1-2, the power rear output type turboprop engine of the present embodiment, which is used for transmitting power to a thrust output device to push an airplane to advance, includes an accessory transmission device 6, an air inlet device 1, a gas generating device 2, an exhaust device 4, a power output device 3 installed inside an air inlet end of the exhaust device 4 and used for extracting power from high-temperature and high-pressure gas exhausted from the gas generating device 2, and a reduction transmission device 5 axially extending into an exhaust end of the exhaust device 4 and connected with the power output device 3 and used for transmitting power to the thrust output device, which are sequentially arranged in an axial direction of the power rear output type turboprop engine; the air inlet device 1 is provided with an air inlet flow passage 11 for introducing air into the gas generating device 2, the air inlet flow passage 11 extends along the radial direction of the power rear output type turboprop engine and then bends and extends to the air inlet end of the gas generating device 2, air is admitted along the radial direction of the power rear output type turboprop engine through the air inlet device 1, the radially entered air is enabled to turn in an angle and then enters the air inlet end of the gas generating device 2, the exhaust device 4 is provided with an exhaust flow passage 41 for discharging the gas flowing through the power output device 3 and an exhaust port communicated with the exhaust flow passage 41, and the exhaust flow passage 41 extends outwards along the radial direction of the power rear output type turboprop engine after bending and extending to the exhaust port.
The invention relates to a power rear output type turboprop engine, which is characterized in that an air inlet device 1, a gas generating device 2 and an exhaust device 4 are axially connected, a power output device 3 is arranged at the inner side of the air inlet end of the exhaust device 4, a speed reduction transmission device 5 axially extends from the exhaust end of the exhaust device 4 and is connected with the power output device 3, air is introduced into the gas generating device 2 through the air inlet device 1, power is extracted from high-temperature and high-pressure gas exhausted from the gas generating device 2 through the power output device 3 and is transmitted to the speed reduction transmission device 5, and then the power is transmitted to a thrust output device through the speed reduction transmission device 5, so that the thrust output device generates thrust to push an airplane to advance, the gas flowing through the power output device 3 is exhausted from an exhaust flow passage 41 in the exhaust device 4, the whole engine has compact structural layout, the air inlet device 1 is provided with an air inlet channel 11 for introducing air into the gas generating device 2, the air inlet channel extends along the radial direction and then bends to extend to the air inlet end of the gas generating device 2, one end close to the air inlet device 1 and one end close to the reduction transmission device 5 are reduced in windward area and overall size, air inlet loss is reduced, and aerodynamic appearance design of an airplane is facilitated. And the main components adopt coaxial line tandem layout, so that the overall dimension and windward area of the whole engine are reduced.
The bending angle of the inlet runner 11 is 80-90 degrees. In the present embodiment, the radial cross section of the intake runner 11 is a 360-degree ring to ensure uniform intake pressure, and the intake angle is substantially perpendicular to the inlet of the intake runner 11, so that intake distortion can be reduced. The axial section of the air inlet flow channel 11 is a curved arc, and air flow enters the air compressor along the curved air inlet flow channel 11, so that 90-degree turning can be realized, the pressure loss is small, and the air flow is ensured to be vertical to the section of the air inlet of the centrifugal impeller 211 when entering the air compressor 21. And smooth switching with the aircraft inlet can be realized in a shorter size range, so that the axial size of the aircraft inlet can be greatly shortened. Airflow firstly enters an air inlet flow channel 11 of the air inlet device 1 through an inlet which forms a larger angle with the axial direction of the engine, and enters the air compressor 21 after being folded by about 90 degrees after passing through the air inlet device 1, so that the flow is short, and the pressure loss is small.
The exhaust device 4 is provided with a plurality of exhaust ports communicating with the exhaust flow path 41, and the plurality of exhaust ports are centrosymmetric with respect to the axis of the power rear output type turboprop. The exhaust device 4 adopts a configuration of no support plate and two-side exhaust, and the plurality of exhaust ports are symmetrical about the axial center, thereby shortening the axial dimension and the radial dimension of the exhaust device 4. The exhaust device 4 of the present embodiment has a small exhaust loss and a small overall size, and the free turbine output shaft 32 can be mounted in the internal space. The exhaust structure on the two sides has good adaptability to the airplane, and can be well suitable for various mounting modes of mounting the engine on the nose, wings and the like of the airplane.
The gas generating device 2 comprises a compressor 21 communicated with the air inlet flow passage 11, a combustion chamber 22 communicated with the compressor 21, a gas turbine 23 arranged at the exhaust end of the combustion chamber 22 and a gas turbine output shaft 24 used for connecting the gas turbine 23 with the compressor 21, air is compressed by the compressor 21 and then enters the combustion chamber 22 to be mixed and combusted with fuel, so that high-temperature and high-pressure gas is generated, and the gas turbine 23 extracts power from the high-temperature and high-pressure gas to rotate and drives the compressor 21 to rotate continuously. Optionally, the compressor 21 adopts a centrifugal compressor 21, guide blades are not needed, the number of parts is small, and the structure is simple; when the total pressure ratio requirement of the power rear output type turboprop engine is less than 10, the configuration of a single-stage centrifugal impeller 211 is adopted; when the total pressure ratio is required to be more than 10-15, a double-stage compressor 21 structure with two centrifugal impellers 211 connected in series is adopted, so that the number of parts is reduced, the reliability is high, the characteristic of high surge margin of the double centrifugal compressors is utilized, the operation is stable, and the structure related to anti-surge and anti-deflation of the engine can be eliminated.
The gas turbine 23 is mounted inside the flame tube of the combustion chamber 22 and is more compact to reduce the overall axial dimension of the power take-off turboprop. Alternatively, the combustion chamber 22 may take the configuration of a reverse flow combustion chamber 22.
The power rear output type turboprop further comprises an accessory transmission device 6 arranged at the front end of the air inlet device 1, and a gas turbine output shaft 24 penetrates through the compressor 21 and the air inlet device 1 and is connected with the input end of the accessory transmission device 6 so as to transmit a part of power transmitted by the gas turbine output shaft 24 to an accessory needing power extraction through the accessory transmission device 6. The accessory drive 6 comprises a spur gear 61 connected to the gas turbine output shaft 24, a drive gear set in meshing connection with the spur gear 61, and an accessory drive gear box 62 for mounting the drive gear set. Alternatively, the accessories that require power extraction include fuel boost pumps, lube boost pumps, alternators, dynamos, and the like. When the engine is started, the gas generator device is driven to rotate by the starter generator arranged on the accessory transmission gear box 62, so that the engine is started.
The power output device 3 includes a free turbine 31 mounted inside the intake end of the exhaust device 4 and a free turbine output shaft 32 for connecting the free turbine 31 with the reduction gear 5. The free turbine 31 is supported and fixed to the inner side of the intake end of the exhaust device 4 by a cantilever structure.
The input of the reduction gear 5 is provided with an eccentric compensation shaft 51 connected to the power take-off 3. The eccentric compensation shaft 51 adopts a floating spline structure, the axial size of the eccentric compensation shaft 51 is short, one end of the eccentric compensation shaft 51 is provided with a short external spline with a large reference circle diameter, and the other end of the eccentric compensation shaft 51 is provided with a long external spline with a small reference circle diameter, so that a good eccentric compensation function is realized. In the present embodiment, the reduction gear 5 is disposed at the rear end of the power output device 3 and partially wrapped in the center of the exhaust device 4.
The reduction gear transmission 5 further includes an input gear shaft 52 connected to the eccentricity compensation shaft 51, a planetary gear set meshingly connected to the input gear shaft 52, and an output gear shaft 53 meshingly connected to the planetary gear set and coaxial with the input gear shaft 52. The output gear shaft 53 is rotated in the opposite direction to the input gear shaft 52 by the switching of the planetary gear sets.
The power rear output type turboprop engine of the embodiment has clear interfaces among main components, and the accessory transmission gear box 62 can be divided into an independent assembling unit body; the air inlet device 1, the air compressor 21, the combustion chamber 22 and the gas turbine 23 are taken as an independent assembly unit body (namely, the assembly unit body of the gas generation device 2), and if necessary, the air inlet device 1 and the air compressor 21 can be taken as an independent assembly unit body; the free turbine 31, the exhaust device 4 and the reduction transmission device 5 are taken as an independent assembly unit body (namely, a unit body of a power section); the unit body layout can greatly improve the assembly performance and the assembly efficiency of the power rear output type turboprop engine, and is easy to maintain.
The gas generator 2, the power take-off 3 and the reduction gear 5 are mounted on the stator casing by means of a plurality of bearing assemblies and rotate around the axial direction of the power take-off turboprop. The gas generating device 2, the power output device 3 and the reduction transmission device 5 are relatively independent, so that the rotating speeds of the gas generating device 2, the power output device 3 and the reduction transmission device 5 can be controlled independently, the running state of an engine can be controlled, vibration coupling and mutual interference among the gas generating device 2, the power output device 3 and the reduction transmission device 5 can be avoided, and the design difficulty in the aspect of rotor dynamic characteristics can be reduced.
The aircraft of the present embodiment comprises the above-described power rear-output turboprop and a thrust output device connected to the output of the reduction gear 5. The thrust output means comprises a propeller connected to the output shaft of the reduction gear 5. The air enters the air compressor 21 after being rectified by the air inlet device 1, the air compressor 21 drives the air to be compressed along a flow channel, the compressed air is communicated into the combustion chamber 22, the air is mixed and combusted with fuel in the combustion chamber 22 to form high-temperature and high-pressure gas, and the gas turbine 23 extracts energy from the gas and drives the gas turbine 23 and the air compressor 21 to continuously rotate; the free turbine 31 extracts energy from the high-temperature and high-pressure gas exhausted from the gas chamber to drive the free turbine 31 and the reduction transmission device 5 to rotate, and the exhaust device 4 rectifies the gas flowing through the free turbine 31 and then exhausts the gas from the exhaust runner 41; the output shaft of the reduction transmission device 5 outputs power to the propeller, so that the propeller rotates to generate thrust to push the airplane to advance.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A rear power take-off turboprop for transmitting power to a thrust take-off for propelling an aircraft forward,
the power output device comprises an accessory transmission device (6), an air inlet device (1), a gas generating device (2) and an exhaust device (4) which are sequentially arranged along the axial direction of the power rear output type turboprop engine, a power output device (3) which is arranged on the inner side of the air inlet end of the exhaust device (4) and used for extracting power from high-temperature and high-pressure gas exhausted from the gas generating device (2), and a speed reduction transmission device (5) which extends into the exhaust end of the exhaust device (4) along the axial direction and is connected with the power output device (3) and used for transmitting the power to a thrust output device;
the air inlet device (1) is provided with an air inlet channel (11) used for introducing air into the gas generating device (2), the air inlet channel (11) extends inwards along the radial direction of the power back output type turboprop engine and then bends and extends to the air inlet end of the gas generating device (2), the air is admitted along the radial direction of the power back output type turboprop engine through the air inlet device (1), and the radially entered gas enters the air inlet end of the gas generating device (2) after being turned at an angle,
the exhaust device (4) is provided with an exhaust runner (41) for discharging the gas flowing through the power output device (3) and an exhaust port communicated with the exhaust runner (41), and the exhaust runner (41) extends to the exhaust port outwards along the radial direction of the power rear output type turboprop after being bent and extended.
2. The power take-off turboprop according to claim 1,
the bending angle of the air inlet flow channel (11) is 80-90 degrees.
3. The power take-off turboprop according to claim 1,
the plurality of exhaust ports are centrally symmetric about an axis of the power rear-output turboprop engine.
4. The power take-off turboprop according to claim 1,
the gas generating device (2) comprises a gas compressor (21) communicated with the gas inlet flow channel (11), a combustion chamber (22) communicated with the gas compressor (21), a gas turbine (23) installed at the gas exhaust end of the combustion chamber (22) and a gas turbine output shaft (24) used for connecting the gas turbine (23) with the gas compressor (21), air enters the combustion chamber (22) after being compressed by the gas compressor (21) and is mixed and combusted with fuel, so that high-temperature and high-pressure gas is generated, and the gas turbine (23) extracts power from the high-temperature and high-pressure gas to rotate and drives the gas compressor (21) to rotate continuously.
5. The power take-off turboprop according to claim 4,
the gas turbine (23) is mounted inside the flame tube of the combustor (22).
6. The power take-off turboprop according to claim 4,
the gas turbine output shaft (24) penetrates through the compressor (21) and the air inlet device (1) and then is connected with the input end of the accessory transmission device (6), so that a part of power transmitted by the gas turbine output shaft (24) is transmitted to an accessory needing power extraction through the accessory transmission device (6).
7. The power take-off turboprop according to claim 1,
the power output device (3) comprises a free turbine (31) arranged on the inner side of the air inlet end of the exhaust device (4) and a free turbine output shaft (32) used for connecting the free turbine (31) with the reduction transmission device (5).
8. The power take-off turboprop according to claim 7,
the free turbine (31) is supported and fixed on the inner side of the air inlet end of the exhaust device (4) through a cantilever structure.
9. The power take-off turboprop according to claim 1,
the input end of the speed reducing transmission device (5) is provided with an eccentric compensation shaft (51) connected with the power output device (3).
10. An aircraft, characterized in that it comprises a power take-off turboprop according to any one of claims 1 to 9 and a thrust take-off connected to the output of the reduction gear (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110417072.6A CN113062801B (en) | 2021-04-19 | 2021-04-19 | Power rear output type turboprop engine and airplane |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110417072.6A CN113062801B (en) | 2021-04-19 | 2021-04-19 | Power rear output type turboprop engine and airplane |
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| CN113062801A true CN113062801A (en) | 2021-07-02 |
| CN113062801B CN113062801B (en) | 2022-07-22 |
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