JPH03500157A - Spinner duct exhaust for propulsion type turboprop engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Spinner duct exhaust for propulsion type turboprop engines (technical field) Lobera equipment, especially high-temperature gases released through the engine housing containing the engine. Flows hot exhaust gas with minimal interference with the propeller device installed downstream. Regarding the duct configuration.

(Background technology) A gas turbine-driven propeller device (also called a turboprop) used in aircraft ) has been generally known as Chinese cabbage for a long time, but in recent years it has grown into a traditional cabbage that has not matured. Several advantages over jet engines have been discovered, and attention has been paid to their composition. Ru.

Turboprops cannot fly as fast as jet engines, but their fuel efficiency is For small airplanes, this is several orders of magnitude better. Additionally, turboprops typically climb faster. It is more effective for short distance flights. The problem with conventional turboprops is noise. One of the reasons for this is that the propeller has a high level of Recent developments in pusher configurations located on the back of the chamber have eliminated this problem. Most of these issues have been resolved, resulting in a cabin with extremely low noise. On the other hand, such promotion Several new problems have also been discovered in the type construction.

When using a gas turbine engine as a power source, modern aircraft are equipped with propulsion type propellers. One of the major problems that arises when providing a configuration is the propulsion propeller and exhaust jet. The interference that occurs between propellers can significantly reduce propeller efficiency or jet thrust. The goal is to suppress it. Propeller efficiency is determined by the fact that high-temperature exhaust gas is below the propeller blades. It is reduced by about 3-7% when discharged into the flow path. Furthermore, the high temperature jet stream This usually causes vibration or heat problems in the airfoils and exhaust jets. The problem of interference with the flow also arises. Modern non-metallic or aluminum propeller blades does not have long-term resistance to high-temperature jet flow. Exhaust air is mixed with outside air for cooling , even if the temperature decreases by 2-300 degrees, the life of the blade will be shortened due to thermal fatigue. The jet thrust that contributes to thermal propulsion is reduced.

Several methods have already been proposed to solve these problems. propeller half A configuration that changes the jet gas flow laterally to a position beyond the diameter (for example, a U.S. special No. 2.604.276) has been proposed, but if the gas is of sufficient length and size, air ducts to allow the exhaust to flow to a safe distance outside the propeller. The gap was too large. In addition, a configuration in which the exhaust path has a curved part or a flight When using a configuration in which the exhaust gas vent is provided at an angle to the road, the jet slurry The propulsion force of the propeller is reduced due to a decrease in the thrust force or an increase in the back pressure on the turbine. The negative impact is that aerodynamic efficiency is reduced due to reduced power and high loss of forward force. to be influenced.

Another problem with turboprop engines is the engine housing and its internal parts. The point is that it is necessary to cool the material appropriately. The propeller device itself is usually on the ground. During idling operation, the propeller rotates lightly under no load and provides sufficient cooling air. cannot be supplied at low air velocities, requiring the addition of additional internal cooling equipment. one However, the addition of such a cooling device requires additional weight or power consumption, Negative impact on overall efficiency.

Based on the above, it is necessary to improve the configuration of propulsion type turboprop engines. will be clear to those skilled in the art.

(Disclosure of invention) Therefore, the main object of the present invention is to prevent the engine from passing through the side wall of the engine housing. The present invention proposes a method and structure for directly guiding turbine exhaust gas from the back of the turbine housing. It is about providing.

It is another object of the present invention to provide a standard propulsion type propeller system that avoids the adverse effects of turbine exhaust gases. The objective is to provide an isolated turboprop engine that is not subject to

Another object of the invention is to minimize the loss of jet thrust force from the propeller system. It consists in separating.

Yet another object of the invention is to pass air into the engine housing at low air velocities. Another objective is to provide a method of cooling turboprop engines.

The present invention moves high-temperature combustion gas from the outlet of the turbine through a moment change of the nozzle shape. into the exchange room where the cooling air for the engine housing is mixed with the gas stream. TurboPro with a new exhaust gas duct system including an internal gas flow path extending towards the By providing a top-up engine, it solves the traditional drawbacks and also provides some advantages. You can also get The mixed gas flow passes through a rotary spindle that covers the hub of the propeller. and a downstream annular exhaust flow path integrally formed around the periphery of the device. Ring-shaped Inside the exhaust flow path, a hydrodynamically shaped hollow cuff member attaches to the root of each propeller blade. The enclosure is arranged to protect from hot gas flow. The important point is that the annular exhaust flow path and A fan structure is formed by the frame member, and this fan structure is rotated by the rotation of the spinner device. The point is that the gas flow is led out of the moment conversion chamber through the structure.

The present invention eliminates the need to protrude the exhaust horn (hydrodynamically smooth turbine housing). (which reduces the fluid resistance by about 10%) as well as idling operation (air flowing through the turbine causes the air to flow into the engine housing) (The fan is not driven by the propeller due to insufficient cooling air being sucked in.) Ensure adequate cooling of turboprop engines and components even at low air velocities. It is in.

During normal flight operations, sufficient air is used to ensure that the engine is sufficiently cooled and exhausted. The air gas stream is rapidly flowed and fan power is substantially eliminated. cuff member The shape and angle are designed so that the ratio of jet propulsion force to propeller propulsion force has various values. It is preferable that the total efficiency, rather than the total propulsion force, be maximized at the design cruising speed. stomach.

The propeller blades have hollow blade-like cuff members that prevent them from coming into direct contact with high-temperature exhaust gas. Standard or non-metallic vane devices can be used and propulsion is protected. There are also no vibration or thermal problems that are typical of type turboprop engines.

Although the subject matter of the invention is particularly pointed out in the claims of this specification, The features and advantages of the invention will be described in detail below with reference to the preferred embodiments shown in the accompanying drawings. It will be understood as it is explained.

(Brief explanation of the drawing) Figure 1 is a partially enlarged sectional view of a turboprop engine to which the present invention is applied, and Figure 2 is a A more detailed enlarged view of the rear portion of Figure 1, Figure 3 cut along line 3-3 of Figure 2. FIG. 4 is a cross-sectional view of the spinner device taken along line 4--4 in FIG. FIG. 3 is a cross-sectional view at the end of the device.

(Best mode for carrying out the invention) FIG. 1 shows a partial sectional view of a propulsion turboprop engine device to which the present invention is applied. has been done. This propulsion turboprop engine device includes a gas turbine engine 1 0 is contained in the gas turbine engine IO and the hydrodynamic housing 15 The standard propeller unit fi3 (B = connected, and a rotary spinner device 50 is attached to the propeller device 30 itself. There is.

More specifically, the gas turbine engine 1o has an engine hub that extends longitudinally from front to back. The engine housing II is equipped with a housing 11, and the engine housing II is equipped with a An air inlet 12 is formed. Also, at least one in the engine housing 11 , preferably two exhaust outlet sections 13 are provided on either side of the rear end of the engine housing 11. Placed. The engine housing 11 includes a normal compressor, combustor, and turbine. The engine part 14 is built in together with cooperating members (not shown), and the combustion product is compressed at high temperature. Mechanical power is generated by the product stream. Gas turbine engine 10 also typically has auxiliary equipment, such as starter 23, generator 24, oil cooler 25, and others The well-known members are provided. The mechanical power obtained by the above configuration is A speed reducer disposed behind the exhaust outlet section 13 from the output shaft 21 of the engine 1o. gear device ff21].

The housing 15 is made of an external metal wall 16 and houses the gas turbine engine 10 and the reducer. It surrounds the gear system 20 with an aerodynamically favorable shape. Engine room 17 It is partitioned between an external metal wall 16 and the engine housing 11. Housing 15 A cooling air inlet 26 is formed at the bottom of the It is sent to the rear through the discharge duct 27 and is discharged from the rear end of the housing 15 ( This will be discussed in more detail later). A main air inlet 18 is provided at the front end of the housing 15. The combustion air is sent from the main air inlet 18 to the main air inlet 12. On the other hand, the rear end of the house sink 15 is connected to the reduction gear device 2o and the rotary spinner device. 50.

As shown in more detail in FIGS. 2 and 3, the rear end of the housing 15 has one end. A moment conversion chamber 45 with an open portion is formed between the external metal wall I6 and the external metal wall I6. Change In detail, the moment conversion chamber 45 includes an attached metal sheet attached to the external metal wall 16. 44 and the aft bulkhead 43 surrounding the output shaft 21 of the reduction gear device. ing. The moment converting chamber 45 is directed toward the annular channel 51 of the spinner device, as described below. Once opened at the rear, and at the front, there is an exhaust which first communicates with the exhaust outlet part 13. The engine air inlet 4 communicates with the air intermediate duct 42 and secondly with the housing cavity 17. 6, and thirdly communicates with a cooling air injection part 47 that communicates with the cooling air discharge duct 27. There is. Preferably, the terminal end of the intermediate exhaust duct 42 is located at one end of the housing 15. The housing is divided into two halves to form a semicircular opening such as opposite halves. The cooling air injection part 46 and the cooling air injection part 47 are also arranged vertically at one end of the housing. It is provided as a semicircular opening, such as the half of a.

The rotary spinner device 50 is arranged at the rear of the housing 15, and The outer wall portion 53 as an additional member of the inner device 50 has a good aerodynamic connection with the housing. tied. The conical inner wall portion 52 of the rotary spinner device 50 The propeller device 30 is formed to converge to protect the propeller device 30 from the surrounding environment. generally The outer wall portion 53 extends approximately 172 to 2/3 of the total length of the conical inner wall portion 52. However, it may be omitted to reduce exhaust flow resistance.

A ring is provided between the conical inner wall portion 52 and the outer wall portion 53 in alignment with the moment conversion chamber 45. A shaped channel 51 is defined. Inside the annular channel 51 is a hollow air space extending in the radial direction. A plurality of foil-shaped cuff members 55 loosely surround the root portion 33 of the propeller blade 31. It is arranged like this.

As shown in detail in FIG. 4, the annular channel 51 is connected to a propeller protected by cuff members It is released to the atmosphere behind the blade 31. The spinner bulkhead 56 connects the propeller device 30 to Preferably, the inside of the spinner including the spinner is provided so as to be protected from the outside.

Propeller devices 30 as shown in FIG. 1 are well known to those skilled in the art and generally include a hub portion 32. and three to six propeller blades 31 extending in the radial direction. each propeller blade 31 is attached to the hub part 32 at its root part 33, and has an opening in the conical inner wall part 52. and further extends radially through the opening 54 in the outer wall 53 of the spinner. ing.

This turboprop engine has a different way of processing the airflow and exhaust flow, which will be explained later. It is similar in many respects to known engines, with the exception of . Basically, the turbine engine The engine IO introduces air and fuel into the gas generating section 14 (details of which will be described later), The propeller is mechanically driven by a high-temperature, high-velocity exhaust jet.

In conventional tractor turbopropeller equipment, the propeller and reduction gear are attached to the engine. It is mounted at the front (which places major restrictions on air intake design). A portion (approximately 10-15%) of the total power of the engine obtained by this is used by the propeller during cruising. It is used as a jet thrust force to propel the On the other hand, the well-known propulsion turboprope In the propeller device, the exhaust horn is installed protruding from the side of the housing in front of the propeller. Most of the jet thrust force is not used (approximately 5% or less), and the engine power is Most are used for propeller propulsion. On the other hand, according to the present invention, jet propulsion or the amount of overall engine power used as propeller thrust is adjusted and other design conditions, that is, the overall efficiency is maximized. Currently normal If the internal loss is not considered, the ratio of jet thrust force to propeller propulsion force is 10 It is preferable to set the ratio between ~15% and 85-90%, and the exhaust gas of the turbine is The air flows from the air outlet part 13 through the exhaust intermediate duct 42 and around the reduction gear device 20, and the motor Heating is supplied from the housing air inlets 46, 47 located close to each other in the heating conversion chamber 45. The air is sucked in and released from the annular channel 51 as a rearward jet stream.

The air introduced from the oil cooler 25 and absorbed energy is injected into the cooling air. a housing cavity which emerges from part 47 and which houses the engine and its additional parts; Warm air from the section 17 is introduced from the /1 Uging air injection section 46. large amount of cooling air passes through the turbine engine 10 and is introduced into the moment conversion chamber 45, so that the Air with sufficient cooling power is readily available during normal flight operations. Meanwhile, Ai on the ground During low-speed operation, such as when idling or stopping, the engine usually has sufficient A sufficient amount of air cannot flow and sufficient cooling air cannot be absorbed. A place like this The annular flow path 51 of the spinner that rotates together has a cuff member 55 formed in the shape of a vane. It functions like a fan and introduces air into the moment conversion chamber 45.

At least one cuff member 55 is provided around the root portion 33 of each propeller blade. However, the number of propellers is small, for example, the rotary spinner device 50 has only a small number of propellers. If the minimum design speed becomes small, a vane-shaped member may be added inside the annular flow path 51. In addition, it is preferable to obtain sufficient cooling air.

From the above explanation, it can be seen that the propulsion engine in which the propeller device is attached to the rear of the turbine engine By adopting a gin configuration, the engine is propelled or propelled as is well known. Air intake is blocked by the speed device, and at the same time engine exhaust gas is used for jet propulsion. without excessive loss of power or interference with rear-mounted propellers. It will be appreciated that a suitable guiding arrangement is provided.

For the purpose of explanation, the present invention has been described along with a somewhat specific preferred embodiment, but various configurations may be used. It will be obvious to those skilled in the art that changes in the schedule are possible. That is, the present invention and is not limited to this particular embodiment described above (as claimed in the appended claims). It will be understood that the design changes included in the

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Claims (8)

[Claims] (1) Combustion turbine engine, rotatable propeller device, and turbine engine a housing device that protects the Equipped with a spinner device and an intermediate duct device, the turbine engine is equipped with a spinner device and an intermediate duct device to introduce outside air. A housing that extends longitudinally at the front and back and has an introduction section for introducing air into the housing. A compressor that releases compressed air, and a compressor that introduces the compressed air together with fuel and burns it. A combustor that generates high-temperature combustion gas that is sintered and compressed, and an odor inside the combustion gas. The rotary output shaft that extends behind it is rotated and receives mechanical power. The relatively low-temperature, low-pressure combustion gases from the turbine engine are transferred to outside air. The output shaft supports only the turbine engine. , the hub part of the propeller device is supported on the output shaft at the rear of the turbine engine, Mechanical power is transmitted via an output shaft to multiple prongs supported by the hub and extending in the radial direction. The transmission is transmitted to the propeller blade members, and each propeller blade member a radially outwardly extending hydrodynamic airfoil portion, the propeller device is It rotatably works with air to generate propulsive force, which is applied to flight equipment via a turbine engine. , the housing device has a hydrodynamically favorable external shape, and the housing device has a The housing has an air inlet that opens to the outside air through the inlet of the engine. The cooling device cooperates with the turbine engine housing within the housing. The space is divided, and the rear end of the housing device is used for the propeller blade member of the propeller device. terminating in a forward and adjacent transverse plane, the propeller blade member is connected to the housing of the housing device. Cooling air from outside is introduced into the cooling space, and the spinner device extends backward from the transverse plane. The spinner equipment has a hydrodynamically favorable external shape that protects the A plurality of radially extending cuff members are provided within the device, each cuff member being connected to a propeller. one for each propeller blade member adjacent to the root of the propeller blade member, and one for each propeller blade member in the middle. The front end of the duct device communicates with the inlet of the turbine engine to guide the combustion gases. The intermediate duct device extends rearward and terminates in a semicircular outlet in front of the transverse plane. The moment conversion chamber is provided as an annular moment conversion chamber, and the moment conversion chamber is connected to an intermediate duct. The annular shape of the spinner device is aligned in the front with the outlet of the spinner device and extends rearwardly in a transverse plane. Aligned with the exhaust flow path, the combustion product gas is further routed to the rear through an intermediate duct device It is guided to the moment conversion chamber together with combustion generated gas and accessories from the moment conversion chamber. A forward-flying flight device in which additive gas is released into the atmosphere in front of the spinner device. (2) The entrance of the moment conversion chamber is communicated with the housing space and serves as an ejector. The mixing action of momentum exchange with the combustion generated gas and rotation of the spinner device as a fan Claim 1, which is provided so as to be able to flow through the housing space by Flight equipment described. (3) The housing device has an inlet opening for introducing outside air during forward movement of the flight device. and an inlet opening extending rearward and communicating with the inlet opening and the rear end of the moment conversion chamber. The cooling duct communicates with the The external cooling air is supplied from the inlet of the moment conversion chamber. Momentum exchange with the combustion generated gas as an ejector and flight through the cooling duct to the rear. Flow through the rotating mixing action of the spinner device as a fan without the need to advance the flow device. The cooling air is further flown by outside air during the forward movement of the flight device. A flight device according to claim 1. (4) The turbine engine housings are arranged substantially diametrically opposite each other. It has a pair of outlet parts and a pair of intermediate duct structures each communicating with the pair of outlet parts, Each intermediate duct structure has a substantially 180 degree arcuate semicircular exit section, with a pair of The intermediate duct structure is connected at the front of its outlet to the annular flow channel of the spinner device. Claim 1, wherein an integral outlet portion is formed that is continuous with the aligned annular shape. Flight equipment described. (5) The spinner device has a radial width that gradually converges from the transverse plane toward the rear. a generally conical cone and a half cone terminating at the rear end of the spinner device; a radially outer annulus spaced radially outwardly and extending from the transverse plane to the aft end; and an annular exhaust passage is defined by the conical part and the annular part, and the annular exhaust passage is the forward end of which is open in the transverse plane and the rear end of which is open at the rear end of the annulus of the spinner device. A flight device according to claim 1, which has an opening. (6) Each cuff member movably receives a corresponding one of the propeller blade members, and The propeller device can be attached to the propeller blade member at the hap without causing interference with the spinner device. The flight according to claim 1, which is provided so as to rotate and change the pitch. Row device. (7) An air inlet located at the front, an exhaust outlet located at the rear, and an air outlet located at the rear. A variable pitch valve communicating with the mouth and exhaust outlet and supported at the rear of the turbine engine. A combustion turbine engine that drives a propeller and provides motive power to a flight device, and a turbine In a flight device having a fuselage having an engine space surrounding an engine, Multiple propeller blades that can change the pitch and rotate from the hap part surrounding the hap part of the a plurality of hollow blade members whose roots extend and whose number at least corresponds to the number of blades of the propeller; It passes through the inside of the propeller blade in the radial direction and is connected to the hap through the hollow blade member. The process of forming an annular ducted fan to A step of forming an annular nozzle member for introducing air, and introducing exhaust air from the nozzle member. A step of forming an annular moment conversion chamber having an inlet portion, and an inlet of the moment conversion chamber. The process of communicating the mouth with the engine space surrounding the engine and the moment conversion chamber The exhaust flow is used to remove air from the engine space and provide fresh cooling air to the engine space. A process of introducing the moment conversion chamber between the two and a process of aligning the moment conversion chamber with the annular ducted fan. , a ducted fan and a propeller unit are rotated integrally to generate exhaust air and fresh air flow. Through the process of accelerating the flow and the suction action of the moment conversion chamber and ducted fan, Turbine the cooling air, which includes the process of moving the cooling air within the engine space. A method of flowing air at relatively low speeds through the space surrounding the engine of the flight device. (8) Engine housing and free turbine located inside the engine housing power driven by the engine and the free turbine of the free turbine engine The shaft and the combustion generated gas for driving the free turbine are transferred to the gas generator of the turbine engine. It has an exhaust part that discharges from the raw part and a wide range of rotation speeds, and can be rotated by the output shaft. a variable pitch air screw supported by the aircraft, and at least two flight devices. and in the first mode of operation, the air velocity of the flight device is low or zero gas generator speed at ground idling speed When the propeller pitch is small or zero, the propeller rotation speed is relatively small. ground operation in a low range, and a second mode of operation at relatively high flight speeds. In flight equipment that performs difficult flight operations, the combustion gas is introduced into the housing through the nozzle. Exhaust gas is introduced at the inlet of the ejector in the combustion device, and momentum is exchanged with the combustion gas to generate the Two operating modes strongly support the cooling air flow and the first mode strongly increases the cooling air flow. A process for forming a relatively small yet effective ejector and an air screw Forming a fan with an annular duct configured to be coaxial with and rotatable integrally with the hub portion of (c), Thick air hood that movably receives the roots of the air screw's radially extending blades. It has a hollow fan blade in the shape of an air screw, and the air screw of the air screw is operated during the forward movement of the flight device. The process of arranging the fan blades at the pitch position in the same direction as the coil part, and The second operation mode moves the air and exhaust air from the ejector to the rear through the blades of the ducted fan. In the first operation mode, an auxiliary torque is applied to the blades through the blades of the ducted fan. uses ducted fan blades rotating at low speeds to remove combustion gases and exhaust gases. cooling air in the first mode of operation; A process that creates a mixing effect between the flow from the ejector and the flow from the ducted fan. The turbine engine also has a first and a second operating mode characterized in that it comprises: method to ensure cooling air is delivered around the area and into the housing device.