CN203906119U - Turbine-based combined cycle engine of wide flight envelope aircraft - Google Patents
Turbine-based combined cycle engine of wide flight envelope aircraft Download PDFInfo
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- CN203906119U CN203906119U CN201420151145.7U CN201420151145U CN203906119U CN 203906119 U CN203906119 U CN 203906119U CN 201420151145 U CN201420151145 U CN 201420151145U CN 203906119 U CN203906119 U CN 203906119U
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Abstract
The utility model discloses a turbine-based combined cycle engine of a wide flight envelope aircraft. According to the combined engine, a turbojet engine and a dual-mode state stamping engine are combined. The problems of few shared flowing passages, high dead weight, difficulty in realization of supersonic combustion and the like of engines of such a kind are solved. In the aspect of engine, a fan rotor is arranged between a low-pressure gas compressor and a high-pressure gas compressor and designs of speed-reducing transmission, fuel gas pre-cooling and the like are combined to be used, so that the overall property of the engine is greatly improved; the advantages of the turbojet engine and the dual-mode state stamping engine within respective suitable flight range are combined, so that the turbine-based combined cycle engine has the advantages of capability of conventionally flying and landing, repeatability in utilization, high reliability, high low-speed performance, low technical risk and the like, and has very good project application prospect.
Description
Technical field
The utility model relates to a kind of motor of aircraft.
Background technique
In recent years, round the various possibilities of following fighter development, people have carried out exploring widely.One of main direction has: flying speed, higher flying height and unmanned control faster.Require it can take into account the flight performance under various height, various attitude.More focus on very-long-range striking capabilities, outstanding hypervelocity flight, and further strengthen modern combat aircraft in subsonic velocity mobility and the ultrasound velocity mobility of low-to-medium altitude.Wherein, motor is middle work on high both, also can in space, work, and therefore, motor is very important.
Model utility content
Technical problem to be solved in the utility model be to provide a kind of can be according to flight environment, independently change work structuring, optimize the wide flight envelope aircraft turbine base combined cycle engine of flight performance.
For solving the problems of the technologies described above, the technical solution of the utility model is: wide flight envelope aircraft turbine base combined cycle engine, under low speed mode or high speed mode, work or conversion mutually, and comprise turbojet engine and dual-mode scramjet;
Described dual-mode scramjet comprises the by-pass air duct that is provided with by-pass air duct suction port, and the front end of described by-pass air duct is outer culvert intake duct; The internal surface of described outer culvert intake duct is provided with propellant spray mouth;
Described turbojet engine is arranged in described by-pass air duct, comprise the intension intake duct that is provided with main duct suction port, in described intension intake duct, low pressure compressor is installed, described main duct suction port is positioned at described outer culvert intake duct, described main duct suction port is distinguish and the taper case that can close completely, and it is tip cone forward that described taper case is closed rear profile; After described intension intake duct, be provided with fan propeller, described fan propeller comprises fan blade, fan petiole and rotor body, and described fan blade is positioned at described by-pass air duct; The described by-pass air duct being positioned at after described fan propeller is provided with main main duct, in described main main duct, high-pressure compressor is installed, in described main main duct after described high-pressure compressor, be provided with precompression chamber, after described precompression chamber, be provided with intension firing chamber, described intension is provided with propellant spray mouth in firing chamber; Described intension is provided with one-level high-pressure turbine behind firing chamber, and described high-pressure turbine is fixedly connected with by high pressure rotor axle with described high-pressure compressor; After described high-pressure turbine, be provided with two-stage low-pressure turbine, described low-pressure turbine turns to contrary with high-pressure turbine; Described low-pressure turbine is fixedly connected with by low pressure rotor axle with low pressure compressor, and described fan propeller is connected with described low pressure rotor axle by fan speed change device; Described high pressure rotor axle is hollow shaft and is sleeved on outside described low pressure rotor axle, and described fan propeller is arranged on described low pressure rotor axle;
Described main main duct after described low-pressure turbine is provided with main main duct relief opening, the exhaust adjustment sheet that described main main duct relief opening is provided with size-adjustable and can closes completely; Described main main duct relief opening is positioned at described by-pass air duct; Between described vector spout and described main main duct relief opening, be provided with the by-pass air duct prolonged section as tail pipe burner;
The spatial placement of the described by-pass air duct outside described main main duct is outer culvert firing chamber.
As preferred technological scheme, described by-pass air duct suction port is provided with the lower lip of deflection several angle up and down.
As preferred technological scheme, in described reducing agent fuel tank, liquid hydrogen or liquid hydrocarbon are housed, in described oxygenant fuel tank, liquid oxygen is housed.
As preferred technological scheme, whole described by-pass air duct inwall is provided with heat exchanger, the double fuel feed line being connected with described propellant spray mouth of doing of described heat exchanger;
As preferred technological scheme, described fan speed change device comprises the central gear being rotatably installed on described low pressure rotor axle, be rotatably installed in the planetary pinion on described central gear, described planetary pinion is provided with gear ring outward, described gear ring is fixedly connected with rotor body, described rotor body periphery is installed with described fan petiole, and described rotor body is rotatably installed on described low pressure rotor axle; Between described central gear and described low pressure rotor axle, clutch is installed.
As preferred technological scheme, described fan blade is variable-distance blade.
As preferred technological scheme, described high-pressure compressor is level Four axial flow Blisk.
As preferred technological scheme, the suction port place of described main main duct is provided with to regulate opens big or small guide plate.
As preferred technological scheme, in described precompression chamber, be provided with heat exchanger, the double fuel feed line being connected with described propellant spray mouth of doing of described heat exchanger.
Owing to having adopted technique scheme, the utility model, in conjunction with turbojet engine and dual-mode scramjet, solves the problems such as this type of motor runner shares less, deadweight is many, the difficult realization of supersonic combustion; At context engine, fan propeller is arranged between low pressure compressor and high-pressure compressor and the design such as gearing down, combustion gas precooling in conjunction with utilizing, significantly promote the overall performance of motor; The utility model has been integrated turbojet engine and the advantage of dual-mode scramjet in each self application flight range, the advantage such as making it have can CTOL, reuse, reliability high, low speed performance is good, technical risk is low, has good future in engineering applications.
Accompanying drawing explanation
Fig. 1 is the structure principle chart of the utility model embodiment combined engine;
Fig. 2 is the structure principle chart of the core engine of the utility model embodiment combined engine;
Fig. 3 is the structure principle chart of the utility model embodiment fan propeller;
Fig. 4 is the fundamental diagram of the utility model embodiment fan blade;
Fig. 5 is the fundamental diagram one of the utility model embodiment low pressure compressor;
Fig. 6 is the fundamental diagram two of the utility model embodiment low pressure compressor;
Fig. 7 is the fundamental diagram of the utility model embodiment combined engine under turbofan mode;
Fig. 8 is the fundamental diagram of the utility model embodiment combined engine under the jet mould state of whirlpool;
Fig. 9 is the fundamental diagram of the utility model embodiment combined engine supersonic combustion punching press mode;
Figure 10 is the fundamental diagram of the utility model embodiment combined engine subsonic combustion punching press mode;
In figure: 1-dual-mode scramjet; 2-turbojet engine; 3-by-pass air duct suction port; Lip under 31-; 32-by-pass air duct prolonged section; 33-is contained intake duct outward; 4-vector spout; 124-is contained firing chamber outward; 12-by-pass air duct; 13-propellant spray mouth; 141-main duct suction port; 14-intension intake duct; 15-low pressure compressor; 16-taper case; 17-fan propeller; 171-fan blade; 172-fan petiole; 173-rotor body; The main main duct of 18-; The main main duct relief opening of 181-; 182-exhaust adjustment sheet; 19-high-pressure compressor; 20-precompression chamber; 21-intension firing chamber; 22-high-pressure turbine; 221-high pressure rotor axle; 23-low-pressure turbine; 231-low pressure rotor axle; 25-heat exchanger; 26-fuel feed line; 27-central gear; 28-planetary pinion; 29-gear ring; 30-clutch; 31-guide plate.
Embodiment
For technical characteristics of the present utility model, object and effect being had more clearly, understand, now contrast accompanying drawing embodiment of the present utility model is described.
Motor of the present utility model is divided into turbofan mode, whirlpool jet mould state, subsonic combustion punching press mode and supersonic combustion punching press mode (both can be collectively referred to as " dual-mode scramjet " afterwards).
As shown in Figure 1, based on the present embodiment, to low-speed high-thrust and the requirement simultaneously of hypersonic power, the combined engine of the present embodiment is designed to tandem turbine base combined cycle engine.Combined engine, when subsonic velocity provides compared with high thrust, also can provide flying power, and can transit to from principal and subordinate's subsonic velocity hypersonic when hypersonic flight.The combined engine of the present embodiment is in friction speed interval, respectively with four kinds of different mode work, respectively: turbofan mode, v ∈ [0Ma, 0.8Ma]; Whirlpool jet mould state, v ∈ [0.8Ma, 3Ma]; Subsonic combustion punching press mode, v ∈ [3Ma, 5Ma]; Supersonic combustion punching press mode, v ∈ [5Ma, 15Ma].
As shown in Figure 2, the core engine of combined engine can be regarded a unconventional turbojet engine 2 as, and high-pressure compressor 19 is level Four axial flow, Blisk.Air inlet place of core engine after fan propeller 17 is called the suction port of main main duct 18, is provided with here to regulate to open big or small guide plate 31.This guide plate 31 is called flow-rate ratio adjustment sheet, it open size and can regulate the inside and outside flow-rate ratio of containing, thus make motor according to the different speed of aircraft and demand, change flow-rate ratio in turbofan mode, improve the conformability of turbofan mode.
After high-pressure compressor 19, be precompression chamber 20, precompression chamber 20 is exactly the space of a hollow, within be provided with heat exchanger 25, the double fuel feed line 26 being connected with described propellant spray mouth 13 of doing of described heat exchanger 25.Air is rear by heat exchanger 25 precoolings at the precompression chamber 20 of flowing through, and temperature declines and continues supercharging, thus the work of sharing part gas compressor.This can design still less the progression of high-pressure compressor 19, thereby strengthens engine efficiency, increases thrust weight ratio.
After precompression chamber 20, connect intension firing chamber 21, the fuel mix after-combustion that air is vaporized in this and preheating.Behind intension firing chamber 21, be one-level high-pressure turbine 22, high-pressure turbine 22 is called high pressure rotor with the rotor that high-pressure compressor 19 is fixedly connected to form by high pressure rotor axle 221.After high-pressure turbine 22, be two-stage low-pressure turbine 23, turn to contrary with high-pressure turbine 22.Low-pressure turbine 23 and low pressure compressor 15 and fan propeller 17 interlocks, low-pressure turbine 23 does not comprise fan propeller 17 with low pressure compressor 15() rotor that is fixedly connected with rear formation by low pressure rotor axle 231 is called low pressure rotor.This high and low pressure rotor, to the working method turning, acts on two most of counteractings of epitrochanterian gyrostatic moment in the time of can making aircraft maneuvering flight, reduce the moment load to aircraft, strengthens the handling of aircraft; This structure makes to be loaded on two intermediate bearing inside and outside ring switched in opposite between rotor in addition, has reduced the rotating speed of retainer with the relative inside and outside ring of rotor assembly, favourable to the work of bearing; And high and low pressure rotor is to turning the combustion gas guide vane that also can save between high-pressure turbine 22, low-pressure turbine 23.And low-pressure turbine 23 is designed to secondary, be to consider that low-pressure turbine 23 also will drive fan propeller 17 except will driving low pressure compressor 15, its duty ratio is larger.Though be designed to secondary, can increase complex structure degree and weight, reduce the load of single stage turbine, improve turbine efficiency, thereby export more high power for low pressure compressor 15 and fan propeller 17.It after turbine, is main main duct relief opening 181, described main main duct relief opening 181 places are provided with exhaust adjustment sheet 182, its size-adjustable and can closing completely, its effect is except regulating core engine exhaust, can also form and seamlessly transit at subsonic combustion punching press mode and supersonic combustion punching press mode and by-pass air duct 12, burning and gas-exhausting will expand for the first time at this.
The combined engine of the present embodiment has adopted the scheme of provided with fan rotor 17 between low pressure compressor 15 and high-pressure compressor 19, when increasing turbofan mode and whirlpool jet mould state thrust efficiency, can better adapt to subsonic combustion punching press mode and supersonic combustion punching press mode.
As shown in Figure 3 and Figure 4, the fan blade 171 of the present embodiment is variable-distance, and 171 designs of variable-distance fan blade, except regulating the pressure ratio of fan in turbofan mode, can also better adapt to other mode to by-pass air duct 12 permeabilities and resistance demand.Fan propeller 17 comprises fan blade 171, fan petiole 172 and rotor body 173 3 parts, and a part is the fan petiole 172 that is positioned at main duct, and it is comparatively very thin, only plays a supportive role; The part that is in by-pass air duct 12 is only fan blade 171, so fan is only given by-pass air duct 12 supercharging airs.
Fan propeller 17 is by fan speed change device and 231 interlocks of low pressure rotor axle, and this interlock can disconnect by clutch 30.When turbofan mode, fan propeller 17 is driven by low pressure rotor axle 231,171 pairs of by-pass air duct 12 supercharging airs of fan blade; And when whirlpool jet mould state, subsonic combustion punching press mode and this three mode of supersonic combustion punching press mode, fan propeller 17 will disconnect interlock with low pressure rotor axle 231, stopping fan rotation, fan blade 171 displacements are adjusted to along slurry position, fan blade 171 is parallel with incoming flow, and fan blade 171 resistances are reduced as far as possible.The variable-distance of fan blade 171 has embodied engine design to the taking into account of different modalities, and has met the demand of the wide flight envelope of the present embodiment.
In the present embodiment, described fan speed change device comprises the central gear 27 being rotatably installed on described low pressure rotor axle 231, be rotatably installed in the planetary pinion 28 on described central gear 27, the outer gear ring 29 that is provided with of described planetary pinion 28, described gear ring 29 is fixedly connected with rotor body 173, described rotor body 173 peripheries are installed with described fan petiole 172, and described rotor body 173 is rotatably installed on described low pressure rotor axle 231; Between described central gear 27 and described low pressure rotor axle 231, clutch 30 is installed.
As shown in Figure 5 and Figure 6, in order to reduce resistance and to increase air mass flow, the low pressure compressor 15 in motor forefront is designed to three grades of axial-flow compressors, Blisk.Low pressure compressor 15 has independently intake duct, is called intension intake duct 14.Intension intake duct 14 is in outer culvert intake duct 33, and its cross section is for circular and can close completely, and closing rear profile is a cone before sensing, can play compression in subsonic combustion punching press mode and external duct 12 air inlets of supersonic combustion punching press mode.
As shown in Figure 1, the intake duct of by-pass air duct 12 is called outer culvert intake duct 33, and its front half part is being born all air inlets of main main duct 18 and by-pass air duct 12, and intension intake duct 14 is being wrapped in rear portion.In the present embodiment, the lower lip 31 of by-pass air duct suction port 3 is the certain angle of deflection up and down, is used for regulating air inlet.Outer culvert intake duct 33 is inclined upwardly slightly, and this is the result that global design is made overall plans, and can make the resistance of aircraft increase to some extent, but also makes intake duct have certain bridging effect to engine blade, is conducive to stealthy.
By-pass air duct 12 rear portions are provided with the by-pass air duct prolonged section 32 of the core engine of being longer than main main duct 18, make core engine exhaust be mixed and be discharged by by-pass air duct prolonged section 32 with by-pass air duct 12 exhausts.This by-pass air duct prolonged section 32 mixing modes make combined engine when turbofan mode and whirlpool jet mould state, and main main duct 18, by-pass air duct 12 air-flows can again be done energy interchange before ejection, thereby improve engine efficiency; By-pass air duct prolonged section 32 has function the convenient vector spout 4 of installing of tail pipe burner.
By-pass air duct 12 is outdoor except the afterbunring at rear portion, in the middle, arises from fan propeller 17 until this section of main main duct relief opening is independently firing chamber of by-pass air duct 12, is called outer culvert firing chamber 124.This firing chamber is as the main combustion chamber of dual-mode scramjet 1.
The combined engine use liquid hydrogen of the present embodiment or liquid hydrocarbon, liquid oxygen are as fuel, simultaneously as heat exchanging agent.In intension firing chamber 21, establish propellant spray mouth 13 with outer culvert intake duct 33 walls.
At the present embodiment, in whole by-pass air duct 12 inwalls, precompression chamber 20 and propellant spray mouth 13 places are provided with heat exchanger 25.Wherein the heat exchanger 25 of by-pass air duct 12 inwalls is divided into independently two parts of front and back, and boundary is near fan propeller 17.
Arranging of heat exchanger 25 can shift to an earlier date precooling air inlet, increases the compression efficiency of air inlet; Also can play thermal protection effect to propellant spray mouth 13.And use fuel as heat exchanging agent, can reduce structure weight and the complexity of heat-exchange system, simplify piping layout; Also make fuel shift to an earlier date preheating vaporization, more favourable to burning.
Mapping mode between working method during combined engine different modalities and mode:
1. turbofan mode
As shown in Figure 7, now outer contain intake duct 33 and intension intake duct 14 all open and open larger, main main duct Exhaust Open.Now fan is in turbofan mode, and fan propeller 17 is driven by low pressure rotor by low pressure rotor-fan gearing down system, 171 pairs of by-pass air duct 12 supercharging airs of fan blade.In precompression chamber 20, open with the heat exchanger 25 at propellant spray mouth 13 places, fuel first flows through the heat exchanger 25 in precompression chamber 20, then flows through the heat exchanger 25 at propellant spray mouth 13 places, finally injects firing chamber and mixes with air.
At main duct, air flows into intension intake duct 14 through outer culvert intake duct 33 front half parts, then flows into low pressure compressor 15.Low pressure compressor 15 is driven by low-pressure turbine 23, to supercharging air.Due to the design of fan in the middle of combined engine employing, so low pressure compressor 15 can not be subject to the unfavorable interference of fan.The fan petiole 172 that major part can be flow through fan blade 171 by the air of low pressure compressor 15 superchargings enters core engine; And have small part to be spilled over to by-pass air duct 12 from fan propeller 17, and can increase the pressure of by-pass air duct 12 exhausts and the fuel efficiency of motor, its effect is similar to " the middle duct " that the U.S. is the change circulation turbofan engine of the 6th generation opportunity of combat development.
High-pressure compressor 19 is driven and rotates by high-pressure turbine 22, to enter core engine by the high-pressure air supercharging again of low pressure compressor 15 superchargings.Air is discharged into precompression chamber 20 afterwards.In precompression chamber 20, be pressurized and high pressure draught that temperature rises flows through heat exchanger 25, do heat exchange with low temp fuel.Fuel heats up, air-flow cooling.The cooling of air-flow can improve compression efficiency again, prepares as burning.
Precompression chamber 20 is also used for pressurized air, and it has shared the task of a part of gas compressor pressurized air, thereby the progression of high-pressure compressor 19 can design still less.Therefore the high-pressure compressor 19 of combined engine only has level Four rotor blade, has reduced structure complexity and the weight of motor, has shortened size, has reduced the startup inertia of high pressure rotor.And less gas compressor progression also just means the load that turbine is less, to the energy consumption of combustion gas also just still less, combustion gas can retain more multipotency and, in order to drive low pressure rotor and last ejection to form thrust, indirectly improve rotating speed and the motor power of low pressure rotor.And precompression chamber 20 these hollow spaces between firing chamber and gas compressor, can play the effect of certain inhibition engine surge.
Fuel is after the interior burning in intension firing chamber 21, and combustion gas is flow through successively and driven high-pressure turbine 22 and low-pressure turbine 23 to rotate.Combustion gas afterwards enters by-pass air duct 12 rear portions through main main duct relief opening, will mix with by-pass air duct 12 exhausts there finally and be discharged by vector spout 4.
At by-pass air duct 12, air enters by-pass air duct 12 through outer culvert intake duct 33.Air mixes through the air by low pressure compressor 15 superchargings fan forced and that overflow from intension with part afterwards, then from core engine, flows through and coolant core machine.Finally mix with core engine exhaust, by 4 ejections of vector spout.Compare with the turbofan engine of modern combat aircraft, the bypass ratio of combined engine is larger, has higher efficiency or larger thrust; This is to be also the reserved enough spaces of dual-mode scramjet 1 simultaneously.
As shown in Figure 7, heat exchanger 25 and the external pipeline of propellant spray mouth 13(that fuel flows in precompression chamber 20 successively do not provide), finally at the interior injecting compressed air in intension firing chamber 21.
2. whirlpool jet mould state
As shown in Figure 8, now by-pass air duct suction port 3 opens littlely, and the taper case 16 of main duct suction port 141 opens larger.The clutch 30 of described fan speed change device disconnects, described low pressure rotor axle 231 idle running, and described central gear 27 is motionless, thereby makes fan propeller 17 and low pressure rotor disconnect interlock.Now 23 of low-pressure turbines are used for driving low pressure compressor 15, and low pressure compressor 15 rise of rotational speed have met whirlpool jet mould state to the high efficiency demand of gas compressor.Now fan propeller 17 stalls, fan blade 171 displacements, blade is parallel to incoming flow, reduces fan resistance as far as possible.The operation mode of other parts is similar during to turbofan mode.
Air enters low pressure compressor 15 through main duct suction port 141 and intension intake duct 14, by most of air after low pressure compressor 15 superchargings, through the fan petiole 172 of fan blade 171, flow into core engine, and a small part air can be spilled over to by-pass air duct 12, in the time of coolant core machine, increase by-pass air duct 12 stream pressures, improve engine efficiency.The air that flows into core engine flows through high-pressure compressor 19, precompression chamber 20, intension firing chamber 21 and high-pressure turbine 22 more successively, and the working method of core engine is identical during with turbofan.
Because fan propeller 17 and low pressure rotor disconnect interlock, the load of low-pressure turbine 23 is reduced, rotating speed promotes, thereby improves the pressure ratio of low pressure compressor 15, has adapted to 2 pairs of high efficiency requirements of gas compressor of turbojet engine.
3. supersonic combustion punching press mode
Because the most of design point in dual-mode scramjet 1 is in order to meet supersonic combustion punching press mode, so this specification is narrated before supersonic combustion punching press mode is placed on to subsonic combustion punching press mode.
When supersonic combustion punching press mode, the taper case 16 of main duct suction port 141 is closed completely, forms the cone before a sensing.The suction port of outer culvert intake duct 33 opens larger, and main main duct relief opening is closed completely, forms the cone after a sensing.Fan blade 171 is still parallel to incoming flow, reduces the resistance of fan blade 171 as far as possible.In this mode, the heat exchanger 25 at whole by-pass air duct 12 inwalls and propellant spray mouth 13 places is opened.
Air enters outer culvert intake duct 33 by outside, and contains outside under the effect of the series of shock string in intake duct 33 and continue deceleration supercharging.Above, mention, intake duct is inclined upwardly a little, and this will certainly increase resistance.But the first shock wave that suction port front end produces slightly upward deflects air flow direction thereafter, and acclivitous intake duct has in fact just in time adapted to the flow direction of air-flow.
Inlet stream is crossed outer culvert intake duct 33 afterwards and fuel mix flows through fan propeller 17 again, after fan propeller 17, is outer culvert firing chamber 124.Outer culvert firing chamber 124 arises from fan propeller 17 and terminates in main intension to relief opening, and its length is very large as seen, and the present embodiment guarantees burning fully under ultrasound velocity to grow the mode of firing chamber.But its problem of bringing is to need cooling area also very large, this problem solves by the fuel that plays cooling action flowing through in inwall herein.
Because combined engine adopts middle fan design, intension, in fan place "off", communicates the provided with internal duct and external duct 12 at fan place.Therefore the boundary layer at intension outer wall can be involved in by-pass air duct 12 air-flows at fan place disengaging wall.And the high velocity air of by-pass air duct 12 can aspirate the air in intension by ejector action.The air pressure of intension can be because ejector action, far below by-pass air duct 12, even becomes class hollow state.This can form at fan place transverse-pressure gradient, the trend that the by-pass air duct 12 oriented centres of air-flow are drawn close.Simultaneously fan also plays the effect of certain vortex generator, and this two kinds of effects produce very complicated pneumatic coupling mutually, makes to form after fan the higher and baroque eddy current of intensity.The boundary layer of intension outer wall is bound to be involved in eddy current, and the eddy current of by-pass air duct 12 inwalls is also probably involved in.Research shows, when the abundant premix of fuel, in the boundary layer of High Temperature High Pressure, can burn in advance.The boundary layer that burning has occurred is involved in after eddy current, can cause rapidly the burning of other pre-mixing gas combustion, thereby light outer culvert firing chamber 124.The particular design configuration of middle fan, makes combined engine be spread and be maintained flame by the mode that forms eddy current and pre-burning boundary layer is involved in, and has solved supersonic combustion igniting, flame spread and has maintained the problem of flame difficulty.
4. subsonic combustion punching press mode
As shown in figure 10, the working method of the working method of motor when subsonic combustion punching press mode during with supersonic combustion punching press mode is identical, what just contain outside firing chamber 124 interior generations is subsonic combustion, and supersonic flow is contained outside in intake duct 33 and just slowed down diffusion to subsonic velocity.
Now the outer suction port of containing intake duct 33 opens littlely, and vector spout 4 is adjusted to shrinkage expansion spout, and the working state of other tunable component is identical during with supersonic combustion punching press mode.
Incoming flow contain outside the interior deceleration of intake duct 33 be pressurized to subsonic velocity and and fuel mix, then after the burning of outer culvert firing chamber 124, by shrinkage expansion spout, accelerate to ultrasound velocity and spray.
The combined engine of the present embodiment combines the designs such as controllable pitch fan, middle fan, low pressure rotor-fan gearing down system, combustion gas precooling, when realizing hypersonic flight power, at low speed, has also obtained high thrust, big thrust loading.By optimizing the design of each each runner of parts, the problems such as turbine base combined cycle engine runner shares less, deadweight is many have been solved.By middle fan design, improved the thrust efficiency of turbofan and whirlpool jet mould state, and solved supersonic combustion punching press mode engine ignition, maintain the problem of flame difficulty.Combined engine has met the power demand of the wide speed envelope curve of the present embodiment aircraft, makes it under all speed, all have powerful heart.
The utility model incorporates the designs such as combustion gas precooling, gearing down, middle fan the turbofan mode of combined engine, by further optimization detailed design, improve efficiency and the thrust weight ratio of motor, thereby guaranteed the high power demand of the utility model as a fighter.The special intension configuration of fan design in the middle of utilizing, has solved the difficult problem of lighting a fire when dual-mode scramjet 1 surpasses combustion.Further the function of each parts of optimum organization motor, each duct, when making it meet hypersonic power demand, has greater efficiency.
As mentioned above, described particularly embodiment of the present utility model in the above, but the utility model is not limited to this.It should be appreciated by those skilled in the art, can carry out various modifications, combination, sub-portfolio or replacement according to designing requirement or other factors, and they are in the scope of claims and equivalent thereof.
Claims (8)
1. wide flight envelope aircraft turbine base combined cycle engine is worked or conversion mutually under low speed mode or high speed mode, it is characterized in that: comprise turbojet engine and dual-mode scramjet;
Described dual-mode scramjet comprises the by-pass air duct that is provided with by-pass air duct suction port, and the front end of described by-pass air duct is outer culvert intake duct; The internal surface of described outer culvert intake duct is provided with propellant spray mouth;
Described turbojet engine is arranged in described by-pass air duct, comprise the intension intake duct that is provided with main duct suction port, in described intension intake duct, low pressure compressor is installed, described main duct suction port is positioned at described outer culvert intake duct, described main duct suction port is distinguish and the taper case that can close completely, and it is tip cone forward that described taper case is closed rear profile; After described intension intake duct, be provided with fan propeller, described fan propeller comprises fan blade, fan petiole and rotor body, and described fan blade is positioned at described by-pass air duct; The described by-pass air duct being positioned at after described fan propeller is provided with main main duct, in described main main duct, high-pressure compressor is installed, in described main main duct after described high-pressure compressor, be provided with precompression chamber, after described precompression chamber, be provided with intension firing chamber, described intension is provided with propellant spray mouth in firing chamber; Described intension is provided with one-level high-pressure turbine behind firing chamber, and described high-pressure turbine is fixedly connected with by high pressure rotor axle with described high-pressure compressor; After described high-pressure turbine, be provided with two-stage low-pressure turbine, described low-pressure turbine turns to contrary with high-pressure turbine; Described low-pressure turbine is fixedly connected with by low pressure rotor axle with low pressure compressor, and described fan propeller is connected with described low pressure rotor axle by fan speed change device; Described high pressure rotor axle is hollow shaft and is sleeved on outside described low pressure rotor axle, and described fan propeller is arranged on described low pressure rotor axle;
Described main main duct after described low-pressure turbine is provided with main main duct relief opening, the exhaust adjustment sheet that described main main duct relief opening is provided with size-adjustable and can closes completely; Described main main duct relief opening is positioned at described by-pass air duct; Between vector spout and described main main duct relief opening, be provided with the by-pass air duct prolonged section as tail pipe burner;
The spatial placement of the described by-pass air duct outside described main main duct is outer culvert firing chamber.
2. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: described by-pass air duct suction port is provided with the lower lip of deflection several angle up and down.
3. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: whole described by-pass air duct inwall is provided with heat exchanger, the double fuel feed line being connected with described propellant spray mouth of doing of described heat exchanger.
4. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, it is characterized in that: described fan speed change device comprises the central gear being rotatably installed on described low pressure rotor axle, be rotatably installed in the planetary pinion on described central gear, described planetary pinion is provided with gear ring outward, described gear ring is fixedly connected with rotor body, described rotor body periphery is installed with described fan petiole, and described rotor body is rotatably installed on described low pressure rotor axle; Between described central gear and described low pressure rotor axle, clutch is installed.
5. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: described fan blade is variable-distance blade.
6. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: described high-pressure compressor is level Four axial flow Blisk.
7. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: the suction port place of described main main duct is provided with to regulate opens big or small guide plate.
8. wide flight envelope aircraft turbine base combined cycle engine as claimed in claim 1, is characterized in that: in described precompression chamber, be provided with heat exchanger, the double fuel feed line being connected with described propellant spray mouth of doing of described heat exchanger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420151145.7U CN203906119U (en) | 2014-03-31 | 2014-03-31 | Turbine-based combined cycle engine of wide flight envelope aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201420151145.7U CN203906119U (en) | 2014-03-31 | 2014-03-31 | Turbine-based combined cycle engine of wide flight envelope aircraft |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106224126A (en) * | 2016-08-29 | 2016-12-14 | 曾令霞 | Intermediate layer and the jet engine of following height |
| CN106438051A (en) * | 2015-08-09 | 2017-02-22 | 熵零股份有限公司 | Air-inflow deep-cooling engine |
| CN110725747A (en) * | 2019-11-01 | 2020-01-24 | 北京动力机械研究所 | Shaftless electric transmission turbine engine |
| CN112832923A (en) * | 2021-01-13 | 2021-05-25 | 浙江科技学院 | Vector aeroengine nozzle assembly |
-
2014
- 2014-03-31 CN CN201420151145.7U patent/CN203906119U/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106438051A (en) * | 2015-08-09 | 2017-02-22 | 熵零股份有限公司 | Air-inflow deep-cooling engine |
| CN106224126A (en) * | 2016-08-29 | 2016-12-14 | 曾令霞 | Intermediate layer and the jet engine of following height |
| CN110725747A (en) * | 2019-11-01 | 2020-01-24 | 北京动力机械研究所 | Shaftless electric transmission turbine engine |
| CN112832923A (en) * | 2021-01-13 | 2021-05-25 | 浙江科技学院 | Vector aeroengine nozzle assembly |
| CN112832923B (en) * | 2021-01-13 | 2022-01-04 | 浙江科技学院 | Vector aeroengine nozzle assembly |
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