SK752020U1 - Three-jet jet engine with front and rear air bypass - Google Patents

Abstract

Three-jet jet engine with front and rear air bypass consists of a two-jet motor (11) with front bypass, by connecting the bypass fan (9) to the jet motor (1). At the same time, a bypass ring (2) connected to it is connected to the jet motor (1) by means of holders (4). The jet engine (1) has a throttling nozzle (3) connected at the rear. The gas stream emerging from the three-jet jet engine is a mixture (6) of the flue gas (5) of the jet engine (1) and by-pass air (7), while the intake air (8) enters the inlet of the jet engine (1). The front bypass air (10) is driven by a fan (9).

Description

Technical field

The technical solution relates to the solution of a three-jet jet engine with a front and rear bypass air, formed by the interaction of a twin-jet turbofan engine and an aerodynamic bypass ring, together with a throttle nozzle located at the rear of said engine. The subject of the solution concerns the field of aircraft engines, especially for transport aircraft. The solution can also be used for other applications, the condition is the movement of the device in the Earth's atmosphere.

Prior art

Reactive engines form groups of rocket and jet engines. The second group of jet engines consists of jet engines, the main representative of which is a twin-jet engine. A twin-jet engine is a type of aircraft engine that works in a similar way as a jet engine (also a turbocharger, turbofan), ie on the principle of the law of action and reaction. In addition to the jet engine, it also contains a blower (fan, flax) and a low-pressure compressor, driven by another turbine. The air entering the twin-jet engine is first compressed by a fan. Its part (determined by the bypass ratio) flows into the high-pressure part of the engine, but the rest flows around the so-called bypass channel The thrust of the engine is caused by the effect of both gas streams. At the inlet there is a high-pressure and low-pressure compressor (with separate coaxial rotors), which compresses the air and thus raises its temperature to the value with the most efficient and effective ignition. diffuser, which slows down the air but maintains the temperature. Then follow the combustion chambers, in which the fuel is added and subsequently ignited, which causes a huge increase in the volume of gases. The flue gases pass through the turbines of the high-pressure compressor and the fan, to which they transfer most of their energy. They then leave the high-pressure part of the engine and mix with the bypass air. Most of the thrust of the jet engine with a high bypass ratio comes from the front bypass channel and is caused by the fan. Dual jet engines are most effective especially at speeds from 500 to 1,000 km / h, ie at the speeds at which most commercial aircraft operate. Dual-jet engines maintain efficiency over conventional jet engines at low supersonic speeds (up to about Mach 1.6), but they can also be efficient in the continuous use of afterburner at speeds of M ach 3 and above. Significantly more air flows through a twin-jet motor than non-jet motors. The exhaust gas velocity is therefore lower at the same output. Dual-jet motors are therefore usually less noisy and have lower consumption (at lower speeds, a better ratio between momentum and energy can be achieved at the output, on which the energy consumption for inducing a unit thrust depends). This is also the reason why almost all transport aircraft (even military) are equipped with these engines today. The following patents and literature also address the issues of these jet engines:

• EP0459816B1 European Patent Office, Gas turbine engine powered aircraft environmental control system and boundary layerbleed, George Albert Coffinbeny, General Electric Co, 06-01, 1990 • US7614210B2 United States, Double bypass turboľan, BF Powell, JJ Decker, Current Assignee: General Electric Co., Feb. 13, 2006 • US3340689 A United States, Turbojetbypass engine, Attomey, Kueng, Feb. 10,1966 • U.S. Patent 3,390,527, High Bypass Ratio Turbulan, July 2, 1968.

literature:

• Michael Hacker; Dávid Burghardt; Linnea Fletcher; Anthony Gordon; William Peruzzi (March 18, 2009). Engineering and Technology. Cengage Eeaming. p. 319. ISBN 978-1-285-95643-5. Retrieved October 25, 2015. All modem jet-powered commercial aircraft usehigh bypass turbofanengines [...] • https: //en.wikipedia.org/wiki/Turbofan • Decher, S., Rauch, D., “Potential of the High Bypass Turbofan, ”American Society of Mechanical Engineers paper 64-GTP-15, presented at the Gas Turbine Conference and Products Show, Houston, Texas, March 1-5,1964.

• Ulrich Wenger (March 20, 2014), Rolls-Royce technology for future aircraft engines (PDF), Rolls-Royce Germany

These jet engine solutions undoubtedly have many advantages and are therefore being used in an ever-widening range. Their disadvantage is the need for fans with a relatively large diameter It is larger than turbines and combustion chambers. Along with the need for a bypass ring, there is a significant increase in engine diameter and the resulting demands on the construction of other parts of the aircraft (eg landing gear). Compared to the original solution, dual-jet fan motors have a larger number of moving and rotating parts, which has an impact on their production costs, failure rates and service life. Another disadvantage is the fact that, despite the favorable effect of the fan on the overall fuel consumption, a considerable amount of unused energy still escapes in the form of a stream of flue gases flowing out of the outlet tube of the jet engine.

S K 75-2020 U1

The essence of the technical solution

These shortcomings are eliminated by the proposed technical solution. Its essence lies in the fact that behind the nozzle resp. a bypass ring (e.g. in the shape of a Laval nozzle) is arranged through the throttle nozzle of the twin-jet engine, through which the flue gases from the jet engine nozzle pass. Due to the Bemoulli phenomenon (aerodynamic paradox), they entrain particles of bypass air in the direction of movement of the exhaust of the jet engine. The three-jet jet engine with front rear bypass air consists of a twin-jet turbofan motor with a connected rear bypass ring and a throttle nozzle. The ring is mechanically connected to the motor by means of bypass ring holders. The gas stream emerging from the three-jet engine with front and rear bypass air is a mixture consisting of the front bypass in the air, the exhaust of the jet engine and the mixture of the flue gas and the rear bypass air. The rear bypass air is sucked into the bypass ring through its front part, into which the rear part of the jet engine is inserted together with its nozzle, rep. throttle nozzle. The bypass ring is attached to the twin-jet motor (eg by means of bypass ring holders). They thus form a tightly connected coaxial unit. The rear bypass air is sucked into the bypass ring through an annular gap formed by an outer diameter given by the diameter of the front part of the bypass ring. The inside diameter is given by the diameter of the jet motor. The middle and rear parts of the bypass ring together with the throttle nozzle are designed and shaped according to the results of calculations and aerodynamic tests so that the flow of the rear bypass air and exhaust gases of the twin-jet engine provides maximum efficiency of the proposed unit. It consists of a three-jet jet engine with front and rear air bypass, its advantages are almost identical to a twin-jet engine with rear air bypass. The flow of the rear bypass air is caused by the onslaught of air from the outside and the pressure difference between the front and rear of the bypass ring. In the interior of the bypass ring, there is (in accordance with the Bemoulli effect) the movement of the bypass ring air towards the rear constricted part. This movement is caused by the low pressure of the flue gases flowing out of the throttle nozzle (aerodynamic paradox). This creates a gas pressure difference between the front and rear of the bypass ring. In the bypass ring, the flue gas particles mix with the rear bypass air particles of the bypass ring. These air particles are entrained by the flue gas particles, which causes them to move faster. Much of the previously unused kinetic energy of the flue gas is transferred to the rear bypass air in the bypass ring. As a result, a larger amount of gas flows out of such a system, and thus increased momentum and thrust of the engine. The three-jet jet engine with front rear bypass air consists of a jet motor connected at the front with a bypass fan (thus forming a dual-jet motor) and at the rear with a bypass ring fixedly connected to the jet motor. The jet motor is simultaneously subsequently connected to the throttle nozzle. The proposed solution does not contain any moving and rotating components, as opposed to a twin-jet engine. The thrust increment of such an engine is significantly higher compared to a single-jet or dual-jet engine, with the same fuel consumption.

Overview of figures in the drawings

The technical solution is explained in more detail with the help of the drawing, in fig. 1 shows the overall arrangement of the functional parts of the device.

Examples of embodiments

In FIG. 1 shows an exemplary embodiment of the present device. It shows the overall arrangement of its functional parts. The three-jet jet engine with front rear air bypass is formed by a two-jet motor 11 with front bypass, by connecting the bypass fan 9 to the jet motor 1. At the same time a bypass ring 2 connected to the jet motor 1 is connected to it by means of clamps 4. The jet motor 1 has a throttle connected at the rear. nozzle 3, which significantly increases the velocity of the flue gas 5. These, when flowing through the nozzle of the ring 2, create a negative pressure in and around it. This phenomenon (known as the aerodynamic paradox) causes a more massive outflow of gases behind the nozzle of the ring 2. In the bypass ring 2 the flue gas particles 5 mix with the rear bypass air particles 7 of the bypass ring 2. These air particles 7 are entrained by the flue gas particles 5. their faster movement. A significant part of the hitherto unused kinetic energy of the flue gas 5 is transferred to the rear bypass air 6 in the bypass ring 2. As a result, more gases flow out of such a system, and thus increased momentum and thrust of the entire three-jet engine. The gas stream emerging from the three-jet jet engine is a mixture 6 of the flue gas 5 of the jet engine 1 and the bypass air 7, with the intake air 8 flowing into the inlet of the jet engine 1 at the same time. This causes an increase in the overall momentum of the device even though the output

With K 75-2020 U1, the velocity of the gases will be less than the velocity of the gases exiting the throttle nozzle 3. The front bypass air 10 is driven by a fan 9, which contributes to increasing the overall momentum of the device. The proposed rear bypass solution does not contain any moving and rotating parts, unlike a twin-jet engine.

Industrial applicability

The device according to the proposed solution can be used in civil aviation and military, in all aircraft and missiles, which move exclusively or partially in the Earth's atmosphere.

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List of reference brands jet engine bypass ring

3 throttle nozzle bypass ring holder flue gas flow flue gas / bypass air mixture rear bypass air

8 intake air bypass fan front bypass air dual stream motor with front bypass

Claims (1)

CLAIMS FOR PROTECTION Three-jet jet engine with front and rear air bypass, characterized in that it consists of a two-jet motor (11) with front bypass, connection of the bypass fan (9) to the jet motor (1) and simultaneously with the connected bypass ring (2), which is connected to the jet engine (1) by means of brackets (4), the jet engine (1) having a throttling nozzle (3) connected at the rear.