UA78810C2 - Appliance for reversing propulsion of two-contour turbo-jet engine - Google Patents

Abstract

An appliance for reversing propulsion of turbo-jet two-contour engine has fixed between fixed parts of engine separate sections of deflection grate. Those sections are enclosed with movable cowl. Between sections of deflection grate and along those, guides are attached to power rings, to those cowl is connected with possibility of motion. At the same time cowl is connected to hydro-cylinder and through synchronization ring - to rotary front and back folds. The folds are connected to each other in pairs, are V-like in position of reversing. In the bypass gaps between those fixed inserts are placed. The synchronization ring is placed inside fixed body and connected through power ring to cowl by means of trolleys installed in guides through yielding slide bushings. The power ring is rigidly fixed in cowl. The synchronization ring has placed in circle profiled windows with streamlined inlet and outlet ends. In the places of joint of the synchronization ring and front rotary folds springy compensator is included.

Description

Description of the invention

The claimed technical solution relates to aviation technology and can be widely used in 2 devices for changing the direction of the thrust vector, namely in thrust reversing devices, for example, turbojet two-circuit engines, especially engines with a large degree of two-circuit.

A well-known device designed to reverse the thrust of aircraft jet engines (patent of the Russian Federation Mo2103536, class E02K1/76, according to the application Mo95120538/06 dated 07.12.1995).

The device contains a movable body, hinged with rotary wings. Each sash, in turn, is 70 interconnected with the fixed body by two levers and a compensator. The levers of each leaf are placed on a limiting stop.

In the position of folded levers, each leaf is closed and installed with a stop in the movable body. The stops are adjustable in height.

The technical result of the described device is that in the position of direct traction, 12 kinematic determination is provided and provision of the position of the flaps and levers in the mode of direct traction. This is ensured both by the interaction of the flaps and levers with the use of stops, and with the help of a compensator.

The mentioned traction reversing device is directly related to the claimed technical solution.

It ensures the achievement of the mentioned technical result in engines that have sufficient space for its placement.

However, the device known by the RF patent No. 2103536 is somewhat complicated in its design and requires further improvement in cases where it is necessary to minimize the occupied space both around and along the gas-dynamic path.

The design of a reversible device for a gas turbine engine is sufficiently close in technical essence to the proposed design of a reversible device (British patent 1209098, applicant KoiIz-Kouse I and it, p. 29 IPC? Вб4сС 15/06, filing date September 11, 1968, patent publication October 14 1970. 1. Ge)

The considered reversible device contains a fixed body and moving elements. In turn, the stationary body of the reversing device is formed by the input device and the nozzle of the external circuit of the engine. The input device and the nozzle are connected to each other with the help of deflection gratings. Inside the input device there is a hydraulic cylinder, the rod of which is connected to the bracket of the sliding hood. at

Movable elements include a hydraulic cylinder rod, a bracket, a sliding hood, front and rear swing doors, inserts.

The sliding hood with the bracket, which is hinged to the front rotary wing, has the ability to move under the influence of the hydraulic cylinder rod. (se)

The front and rear rotary flaps have a trapezoidal shape and are located symmetrically on the same radius.

Together with each other, they form pairs of rotary flaps located in a circle. With a narrow base, the rotary sashes are hinged to each other, and with a wide base, the front sash is connected to the bracket of the sliding hood, and the rear sash is hinged to the nozzle.

The device works as follows. « du In the "Direct thrust" position, the deflector grates are covered from the outside by a sliding hood, and from the inside (on the -o side of the engine's external channel) by inserts and pairs of rotary flaps. Diamond-shaped slits formed by adjacent pairs of rotary flaps cover the inserts. They lie on the rotary sashes from the side of the deflecting gratings and are pressed against the sashes under the action of a wire-shoe hinge.

Inserts also have a trapezoidal shape, but smaller in size. They are shorter than rotary sashes, so there is a gap between the inserts. A pair of inserts is hingedly connected to the rotary flaps, and on the front -1 15 edge it is connected to the front rotary flap, and on the back - to the rear. Inserts with a narrow base face the wide base of the rotary flaps, and with a wide one, vice versa. (ee) The transition to the "Reverse" position is carried out after a command is given to the control hydraulic cylinders. After that, the rod of the hydraulic cylinder, acting on the bracket, moves the sliding hood in the direction of the gas flow to the extreme position (up to the stop). The inserts are turned together with the rotary sashes. The rotary flaps are moved into the channel - 70 of the outer contour of the engine, forming the letter "M". At the same time, the inserts are located between the front and rear sashes. The rotary flaps completely cover the channel and direct the gas flow to the deflection grates. In the deflection grates, the flow is twisted to the required angle in relation to the longitudinal axis of the engine, and then passes into the environment, creating reverse thrust.

However, this design of the thrust reversal device of a turbojet engine has some disadvantages: 1. In both presented options, the rotary flaps and inserts are turned, which greatly complicates

GF) design and reduces the reliability of the reversing device. 7 2. The rotation of pairs of rotary wings together with inserts requires the development of special hinges. 3. Reduced effectiveness of the thrust reversal device due to the passage of a part of the reversed gas flow past the deflection grates through the slots at the junction of the front rotary flaps with the sliding hood.

From the description of the patent of the Russian Federation Mo1563310, kl.g0O2K1/12 according to the application Mo 4413834/06 JSC "Aviadvigatel" dated 04/19/98, a technical solution is known, which refers to the device for reversing the thrust of the outer circuit of an aviation turbojet two-circuit engine.

The known thrust reversal device contains an axially movable body with an outer shell of the fairing mounted on longitudinal rods that are guides.

The stationary power cases, front and rear, are connected by deflecting gratings, which are composed of separate sector gratings placed between the guides.

There are also rotary flaps, which in the position of direct traction are placed concentrically inside the deflecting grates, as well as along with the outer surface of the tract.

Each of these leaves is kinematically interconnected by hinges with a two-link lifting mechanism, which forms a common three-link lifting mechanism.

On a straight line, the movable body (fairing) closes the grill from the inside and outside. And the mentioned flaps together with the levers are placed together with the surface of the flow part of the tract behind the engine fan. 70 In the reverse mode, the fairing moves back together with the flaps. The ends of the flaps due to the influence of two levers are deflected inward, covering the flow part. In the reversing position, the two levers of the lifting mechanism are extended in the common longitudinal axis into one link and form at least partially "U"-shaped pairs with a part of each of the flaps covering the tract.

Due to the movement of the guide rods back, the fairing exposes the grills, through which the air 7/5 V exits in the calculated direction for braking the aircraft.

The described device is complicated and, due to its design features, requires large longitudinal dimensions, which causes additional weight.

If it is necessary to reduce the longitudinal dimensions without changing the design, there is a problem of energy consumption during landing of the aircraft or during an interrupted take-off.

However, the well-known traction reversal device according to patent Mo1563310 of the Russian Federation is close to the proposed solution, in terms of technical substance, performance of functions and technical results, and therefore was chosen by the authors as a prototype.

The authors were given the task of creating such a technical solution that would allow to achieve an overall technical result containing several progressive technical results that are logically interdependent and are in a cause-and-effect relationship, namely: c 1. Placement of the traction reversal device in a limited to the interhood space between the contours of the channel of the external contour and the airfoil in connection with the minimum length dimensions associated with i) design features of the engine. 2. Achieving minimal energy losses of the gas flow of the external circuit of the engine while providing the opposite thrust in the aircraft braking modes during landing or interrupted take-off. o z o 3. Simplification of the device design while increasing its reliability. The task is solved by the fact that in the known device for reversing the thrust of a turbojet two-circuit engine, which contains a fixed body with deflecting grates placed around the synchronizing ring, around which a fairing is movably mounted, interconnected with the synchronizing ring and rotating front and rear wings, hinged about paired, M-shaped in the reversing position, a number of improvements have been made. co

Thus, the fairing is interconnected with the synchronizing ring by means of an additional front power cha ring, and the front wings of each pair are hingedly interconnected by their front ends with the mentioned synchronizing ring.

The specified synchronizing ring in the reversing position is located behind the front ends of the front flaps and in front of the rear ends of the rear flaps. "

At the same time, the synchronizing ring contains profiled windows with streamlined input and output edges located on the circumference and directed to the mentioned grates.

Inside the specified fixed housing in the circumferential gaps between the pairs of rotary flaps can be;" fixed inserts are located.

In addition, a spring compensator can additionally be introduced at the points of connection of the front rotary flaps with the synchronizing ring. The specified device is illustrated by figures. -I In fig. 1 shows a turbojet two-circuit engine in forward and reverse thrust modes.

In fig. 2 - enlarged view of element A in fig. 1 (a traction reversal device in the "Reverse" position). so In fig. C is an enlarged view of element B in fig. 1 (mutual placement of the hydraulic cylinder, one of the longitudinal

Go! guides, the carriage and the movable power ring between themselves and relative to the movable fairing of the 5p thrust reversing device in the "Direct thrust" position). - In fig. 4 - cross section A-A fig. 1 (reciprocal placement around a circle of a set of sections of deflection gratings for traction reversal, longitudinal guides and a synchronizing ring between themselves and relative to the aircraft pylon).

In fig. 5 - longitudinal section B-B fig. 4 (thrust reversing device in the "Direct thrust" position).

In fig. 6 - enlarged view of element B in fig. 5 (front rotary leaf with a spring compensator hinged to it).

In fig. 7 - a diagram of the synchronization of the traction reversing device in the "Reverse" position.

F) Thrust reversing device 1 of a turbojet two-circuit engine 2 - lattice, ring type (Fig. 1 shows the "Direct thrust" and "Reverse" positions). The device is located between the intermediate housing C and the chamber 4 of the mixing of internal and external gas flows of the engine 2. At the same time, the thrust reversal device 1 is structurally built into the channel of the external circuit 5 of the engine 2 (arrows show the direction of the gas flow in both positions).

Thrust reversing device 1 contains the front power ring b (see Fig. 2). Around the axis of the engine 2, forming a cylinder, a set of sections of deflecting grids 7 of thrust reversal is placed. Each of the sections of the deflecting grates 7 is rigidly connected to the specified front power ring 6 with its front end, and 65 is also rigidly connected to the rear power fixed ring 8 with its rear end.

In the "Direct thrust" position (see Fig. 5), the sections of the deflecting grates 7 are surrounded by a movable fairing 9, forming part of the overall aerodynamically streamlined surface of the engine 2.

The front power ring would be rigidly connected to the rear power ring 8 (see Fig. 4 and 5) by longitudinal guides 10 (see Fig. 3). Together with the sections of deflecting grids 7, this design forms a fixed

Housing of the traction reversing device 1.

Inserts 11 (see fig. 4) are located inside this fixed body in a circle, and in the circumferential spaces between them there are two rows of rotary flaps - front 12 and rear 13. Pivot flaps 12 and 13 are hinged by hinges 14 (see fig. 5) are connected to each other and form pairs.

At the same time, the front edge of the rotary flaps 12 is attached with the help of a hinge 15 (see Fig. 6) to the 7/0 synchronizing ring 16, and the rear edge of the rotary flaps 13 (see Fig. 5) is attached with the help of a hinge 17 to the rear power rings 8 of the thrust reversing device 1. Profiled windows 18 with streamlined inlet and outlet edges are located around the synchronizing ring 16 (see Fig. 2).

Pairs of rotary flaps 12 and 13 together with the synchronizing ring 16 (see fig. 3, 5 and 6) form a lever mechanism that, moving along the guides 10 (see fig. 3) with the help of hydraulic cylinders 19, occupies two 7/5 fixed position - "Direct thrust" (see fig. 5) and "Reverse" (see fig. 2).

The synchronizing ring 16 (see Fig. 4) is connected by means of brackets 20 and carriages 21 to the power ring 22. Moreover, the power ring 22 is made together with the casing of the movable fairing 9, which is part of the nacelle of the engine 2.

Carriages 21 (see Fig. 3) are mounted on guides 10 through flexible bushings 23. The flexibility of the sliding bushings 23 is determined by the thin-walled structure and the material of the part.

At the same time, the sliding bushings 23 have a certain degree of freedom to exclude jamming when moving the movable fairing 9 of the traction reversing device 1 in the "Reverse" position.

There is a spring compensator 24 at the junction of the front rotary flaps 12 with the synchronizing ring 16 (see Figs. 5 and 6). This design not only eliminates the sagging of the rotary flaps 12 and 13 in the external circuit 5 of the engine 2 in the "Direct thrust" position, but also compensates for the shock load perceived by the front rotary flap 12 from the gas flow when switching to the "Reverse" position. and)

In order to exclude the overflow (leakage) of air from the external circuit 5 of the engine 2 in the "Direct thrust" position through the parts of the thrust reversal device 1 on the power ring 22 (see Fig. 5) of the fairing 9 and on the rear power ring 8, the front 25 and the rear are installed, respectively 26 sealing belts, which can be made of ozo profiled rubber.

Sections of the deflecting grids 7 are located along the perimeter of the stationary body (see Fig. 4), in addition to the place where the engine 2 connects to the aircraft, that is, the location of the aircraft pylon 27. In this place, instead of the section of the deflecting grids 7, a plug 28 is installed , which prevents the gas flow of the external circuit 5 from hitting the structure of the aircraft pylon 27.

The section of deflecting grids 7 and the plug 28 are interchangeable, which allows, by interchanging the places of the plug 28 and the section of the deflecting grids 7, to provide from the same elements the configuration of the thrust reversal device 1 for the left, right, lower and upper power plant of the aircraft.

The device works as follows.

Thrust reversing device 1 (see Fig. 1) is part of the channel of the external circuit 5 of the turbojet "Ddvo-circuit engine 2" and does not prevent the passage of the gas flow (the direction of the flow is indicated by arrows). . In the "Direct thrust" position, the air flow enters the air intake, where the energy of motion will be partially transformed into into pressure energy. Then the air stream enters the fan blades, which compress it.

After the fan stage, the flow is divided into internal and external. Moving on the external

Circuit 5 of the engine 2, air enters the channel formed by the outer casing of the gas generator and the thrust reversal device -I 1.

At the same time, the pairs of rotary flaps 12 and 13 (see Fig. 4 and 5) are located in such a way that together with the inserts 11 they form part of the channel of the external circuit 5 of the engine 2.

Go! The transition to the "Reverse" position is carried out after giving a command to the control hydraulic cylinders 19 (see fig. C).

After that, the rod of the hydraulic cylinder 19 begins to move, transmitting forces through the sliding sleeves 23 to the carriages 21 installed on the guides 10, and through them to the synchronizing ring 16 and the power ring 22 of the fairing at 9 (see Fig. 7).

As a result of the fact that the synchronizing ring 16 (see Fig. 4) is connected by means of brackets 20 and carriages 21 to the power ring 22 of the fairing 9, joint and synchronous movement of these moving parts of the thrust reversal device 1 along the longitudinal axis of the engine 2 to the side is ensured nozzle

At the same time, the force from the synchronizing ring 16 (see Fig. 6 and 7) during its movement is transmitted through

Ф) spring compensator 24 on the front rotary leaf 12, which forces it together with the rear rotary leaf ka 13 (because they are connected to each other by a hinge 14) to take an "M"-like position in the channel of the external circuit 5 of engine 2 (see Fig. 2).

However, the front rotary flap 12, due to its configuration, only partially blocks the channel of the external circuit 5 of the engine 2, while the rear rotary flap 13 completely blocks it and blocks the movement of the gas flow in the forward direction, directing it to the sections of the deflecting grates 7.

At the same time, the synchronizing ring 16, which is located between the front 12 and the rear 13 rotary flaps, in its 65 type of design (it has profiled windows 18) does not prevent the passage of the gas flow, but directs it to the sections of the deflecting grates?7.

Inserts 11 (see Fig. 4) located between pairs of rotary flaps 12 and 13 protect the impact of the gas flow on the executive mechanisms of the traction reversing device 1 (guides 10, hydraulic cylinders 19, brackets 20, carriages 21).

When mixing the movable fairing 9 (see Fig. 1), the exit of the gas flow is opened through the sections of the deflecting grates 7. The flow directed at an angle A to the longitudinal axis of the engine 2 creates a return thrust.

Synchronous operation of the moving parts of the traction reversing device 1 is provided by the synchronizing ring 16 together with the power ring 22 through the brackets 19 and carriages 20 (see Fig. 7).

At the moment, the proposed thrust reversal device has been tested in 70 prototypes of the AY-22 turbojet two-circuit engine, which is intended for passenger regional aircraft Tu-324 and Yak-48 and their modifications, and has successfully proven the claimed technical result.

Claims (2)

The formula of the invention is that 1. Thrust reversing device of a turbojet two-circuit engine, containing a fixed body with deflecting grates placed around the synchronizing ring, around which a fairing is movably mounted, interconnected with the synchronizing ring and rotating front and rear flaps, hingedly united in pairs, M-shaped in the reverse position, which differs in that the fairing is interconnected with the synchronizing ring by means of an additional front power ring, and the front wings of each pair are hinged at their front ends to the synchronizing ring, with the synchronizing ring in the reversing position located behind the front ends of the front flaps and in front of the rear ends of the rear flaps, and the synchronizing ring contains profiled windows with streamlined inlet and outlet edges located on the circumference and directed to the grill. high school 2. Thrust reversing device according to claim 1, which is characterized by the fact that fixed inserts are located inside the fixed body in the circumferential gaps between the pairs of rotary flaps. at C. Thrust reversal device according to claim 1 or 2, which differs in that an elastic compensator is additionally introduced at the points of connection of the front rotary flaps with the synchronizing ring. "c) "- (ee) (ee) - - and? -i (ee) (ee) - 70 (42) ime) 60 b5