SK8725Y1 - Reactive two-jet propulsion engine with a rear air bypass - Google Patents

Abstract

A reactive two-jet propulsion engine with a rear air bypass consisting of a reactive engine (1) and a bypass ring (2). This is connected to the reactive engine (1) by means of the bypass ring retainers (4). The stream of gases exiting the reactive two-jet engine with the rear air by-pass consists of a mixture (6) of the flue gas (5) of the reactive engine (1) and the bypass air (7).

Description

Technical field

The technical solution relates to the solution of a reactive two-jet motor with a rear air bypass formed by the action of an aerodynamic bypass ring.

Prior art

Reactive engines form groups of rocket and jet engines. Rocket engines are a type of reactive engine, the operation of which does not depend on the environment. Both the fuel and the oxidizing agent are pumped from the tank, so they also work in a vacuum (space). They work on the principle of action and reaction. Combustion of fuel produces flue gases which leave the engine outlet nozzle at high speed. Their reaction effect exerts a force in the opposite direction on the engine and thus also on the vehicle connected to the engine. The effect of escaping flue gases (rocket engine thrust) is proportional to the product of the flue gas mass and its discharge velocity. Based on the fuel state, rocket engines can be divided into liquid fuel engines and solid fuel engines.

The rocket engine has a special position among internal combustion engines:

• does not pump the working substance from the atmosphere during operation, but in addition to the fuel must have a sufficient supply of oxidant in the supply, • the useful output of the engine is not mechanical work but the reaction effect of flue gases, • except auxiliary systems (eg pumps, nozzle rotation) does not contain in the main system energy conversion of the moving part.

The second group of jet engines consists of jet engines, the main representative of which is a twin-jet engine. A twin-jet engine (also turbocharged, turbofan) is a type of aircraft engine that works on a similar principle as a jet engine, ie on the principle of the law of action and reaction. In addition to the jet engine, it also contains a blower and a low-pressure compressor driven by another turbine. The air entering the 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 bypasses 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 for the most efficient efficient ignition. It therefore goes to the so-called diffuser, which slows down the air but maintains the temperature. Then follow the combustion chambers, in which the fuel is added and then 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 motor with a high bypass ratio comes from the bypass duct and is caused by the fan. Significantly more air flows through the twin-jet motor than through the jet motor. The exhaust gas velocity is therefore lower at the same output. Dual-jet motors are therefore usually less noisy and have lower consumption. This is also the reason why almost all transport and military aircraft are equipped with these engines today. Dual-jet engines of military aircraft usually have a small bypass ratio and are equipped with additional combustion. Dual-jet engines are most efficient especially at speeds from 500 to 1,000 km / h, ie at the speed at which most commercial aircraft are operated. Dual-jet engines maintain efficiency over conventional jet engines at low supersonic speeds (up to about Mach 1.6), but they can also be effective when using afterburner continuously at Mach 3 and above. Significantly more air flows through the twin-jet engine than through jet engines. 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 engines:

• EP0459816B1 European Patent Office, Gas turbine engine powered aircraft environmental control systemand boundary layer bleed, George Albert Coffinberry, General Electric Co, 06-01, 1990 • US7614210B2 United States, Double bypass turbofan, 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 Turbofan, July 2, 1968.

literature:

• Michael Hacker; Dávid Burghardt; Linnea Fletcher; Anthony Gordon; William Pemzzi (March 18, 2009).

Engineering and Technology. Cengage Leaming. p. 319. ISBN 978-1-285-95643-5. Retrieved October 25, 2015. All modem jet-powered commercial aircraft usehigh bypass turbofanengines [...]

SK 8725 Υ1 • 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 f or future aircraft engines (PDF), Rolls-Royce Germany

These solutions of jet engines undoubtedly have many advantages, and therefore they are used in a wider range. Their disadvantage is the need for fans with a relatively large diameter. This is difficult to manufacture, materials used and difficult to balance. The diameter of the fans is significantly larger than turbines and combustion chambers. Along with the need for a bypass ring, there is a significant increase in the diameter of the engine and the resulting demands on the construction of other parts of the aircraft (eg landing gear). Compared to the original solution, dual-jet motors have a larger number of moving and rotating parts, which has an impact on their production costs, failure rates and service life.

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 of the jet engine there is a bypass ring (eg in the shape of a Laval nozzle) through which the flue gases from the jet of the jet engine pass, which entrain the bypass particles in the air in the direction of movement of the flue gases of the jet engine due to Bemoulli. A jet twin-jet engine with a rear air bypass consists of a jet engine, with a bypass ring, which is connected to the jet engine by means of bypass ring holders. The gas stream exiting the jet engine with a rear air bypass is a mixture consisting of the flue gases of the jet engine and the bypass air. 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. The bypass ring is attached to the jet engine (eg by bypass ring mounts). They thus form a firmly connected whole. 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 engine. The middle and rear part of the bypass ring is shaped according to the results of calculations and aerodynamic tests so that the flow of bypass air and exhaust gases of the jet engine provides maximum efficiency of the proposed unit. It forms a reactive twin-jet motor with rear air bypass and its advantages are almost identical to a reactive twin-jet motor with front air bypass. The bypass air flow causes an air surge due to its forward movement of the jet engine. At the same time, in the inner space of the bypass ring, the air of the bypass ring moves towards the rear constricted part (in accordance with the Bemoulli effect). This movement is caused by the difference in air pressures between the front and rear of the bypass ring. In the bypass ring, the flue gas particles mix with the bypass air particles of the bypass ring. Thus, these air particles are entrained by the flue gas particles, which causes them to move faster. A significant part of the hitherto unused kinetic energy of the flue gas is transferred to the bypass air in the bypass ring. As a result, a larger amount of gas flows out of such a system, and thus the thrust of the engine is increased.

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 rear-jet jet twin-jet engine is formed by a jet engine 1 with a bypass ring 2 connected to the jet engine 1 by means of by-pass ring holders 2. The flue gas stream 5 of the jet engine 1 emerging from the jet engine 1 forms a mixture 6 of jet engine 5 and jet engine 5. bypass air 7. Bypass air 7 is sucked into the bypass ring 2 through its front part, into which the rear part of the jet engine 1 is inserted together with its nozzle 3. The bypass ring 2 is fixed to the jet motor 1 (e.g. by means of bypass ring holders 4). 2). They thus form a firmly connected whole. Bypass air 7 is sucked into the bypass ring through a me-shaped slit

SK 8725 Υ1 ring formed by outer diameter given by the diameter of the front part of the bypass ring 2. The inner diameter of the ring is given by the diameter of the jet engine 1. The middle and rear part of the bypass ring 2 is shaped according to the results of calculations and aerodynamic tests so that the bypass air flow 7 jet engine 1 provided maximum efficiency of the proposed unit. It thus forms a reactive twin-jet engine with rear air bypass and its advantages are almost identical to a reactive twin-jet engine with front air bypass (with fan, English turbofan). The bypass air flow 7 causes a surge of air due to the forward movement of the jet engine. At the same time, in the interior of the bypass ring 2, the air 7 of the bypass ring 2 moves towards the rear constricted part (in accordance with the Bemoulli effect). This movement is caused by the difference in air pressures between the front and rear of the bypass ring 2. In the bypass ring 2, the flue gas particles 5 mix with the bypass air particles 7 of the bypass ring 2, and thus these air particles are entrained by the flue gas particles for faster movement. A considerable part of the hitherto unused kinetic energy of the flue gas 5 is transferred to the bypass air 7 in the bypass ring 2.

Industrial applicability

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

S K 8725 Υ1

List of reference brands jet engine bypass ring

3 nozzle bypass t bypass ring flue gas flow flue gas / bypass air mixture bypass air

Claims (1)

CLAIMS FOR PROTECTION Reactive twin-jet motor with rear air bypass, characterized in that it consists of a reactive motor (1) with a bypass ring (2) connected to the reactive motor (1) by means of 5 holders (4) of the bypass ring (2).