CN114576006A - Engine and aircraft - Google Patents

Abstract

The invention discloses an engine and an aircraft, which comprise an air inlet head cone, an engine outer shell, an engine inner shell, an inner turbine engine and an outer turbine engine; the engine outer shell and the engine inner shell are coaxially arranged, and a gas channel is formed between the engine inner shell and the engine outer shell; a channel casing is arranged in the gas channel, and the gas channel is divided into an inner gas channel and an outer gas channel from inside to outside through the channel casing; a series mode switching valve is arranged between the inner gas channel and the outer gas channel; the inner turbine engine is arranged in the inner gas channel, and the outer turbine engine is arranged in an outer gas channel between an inner gas compressor and an inner main combustion chamber of the inner turbine engine; under the action of the series mode switching valve, the work switching of the turbine engine under a low-speed state, a medium-speed state or a high-speed state of the engine is realized; thereby meeting the different requirements of the aircraft turbine engine on the circulating pressure ratio and the inlet air temperature during low-speed and high-speed flight.

Description

Engine and aircraft

Technical Field

The invention belongs to the technical field of aero-engines, and particularly relates to an engine and an aircraft.

Background

With the technical development of the traditional aero-engine, a variable cycle engine concept appears and becomes the mainstream direction. The variable-cycle engine can change the cycle parameters of the engine by adjusting the geometric shape, size or position of some parts of the engine, so as to realize thermodynamic cycles with different characteristics. The engine regulating capacity is enhanced, the working state of the engine is promoted to be changed in a wider range, and the adaptability of the engine to complex and variable tasks is greatly enhanced.

The main technical scheme of the variable cycle engine is as follows: variable fans, turbine tip fans, front air turbines, and the like. The first variable cycle engine validation engine XA100 engine from GE corporation, usa, has completedtesting 3 months in 2021. The established goals of a thrust increase of 10% and a fuel efficiency increase of 25% are achieved. The technology is suppressed for aeroengine technologies of other countries.

The flight speed range of the aircraft engine is generally Ma 0-2, and the technical approach of the variable-cycle engine aims to further increase the working capacity in a low-speed state, increase the thrust and reduce the oil consumption. The measure is mainly to increase the circulation capacity of the culvert airflow.

However, the variable cycle concept of the aircraft engine can be used for speeding up, and the flight speed range is expanded to Ma 3-4. When the aircraft engine flies at a low speed, the air compressor is required to provide a high pressure ratio (such as 25-30) so as to ensure high cycle efficiency and low oil consumption. And when the aircraft flies above Ma3 at a high speed, the supercharging effect of the air inlet channel is gradually obvious, and the compressor is required to provide a lower supercharging ratio (less than 10). The adoption of a variable circulation mode to realize the large-range adjustment of the pressure ratio of the air compressor is an effective wide-speed-range engine scheme, and the direction is a little clear.

Disclosure of Invention

In order to solve the defects in the prior art, the engine and the aircraft are provided, and the wide-speed-range engine is designed by adopting a mode of connecting two engines in series and parallel aiming at different requirements of the aviation turbine engine on the circulating pressure ratio and the air inlet temperature during low-speed and high-speed flight.

The technical scheme adopted by the invention is as follows:

an engine, comprising:

an engine outer case;

an engine inner housing disposed coaxially with the engine outer housing; the engine outer shell is sleeved outside the engine inner shell;

the channel casing is arranged between the engine outer casing and the engine inner casing; an outer gas channel is formed between the channel casing and the inner shell of the engine, and an inner gas channel is formed between the channel casing and the outer shell; the channel case has an opening;

a series mode switching valve disposed at an opening of the channel casing, the flow direction of gas between the inner gas channel and the outer gas channel being changeable by opening and closing the series mode switching valve;

an inner turbine engine disposed in the inner gas passage;

an outer turbine engine disposed in the outer gas passage;

an inner gas channel switch structure arranged at the gas inlet end of the inner gas channel; and the number of the first and second groups,

and an inner gas passage switching valve disposed at an air inlet end of the outer gas passage.

Further, the channel case has a first opening and a second opening; the first opening and the second opening divide the channel casing into a first channel casing, a second channel casing and a third channel casing in sequence along the gas flowing direction;

the series mode switching valve comprises a first switch valve arranged at the first opening and a second switch valve arranged at the second opening.

Further, the internal turbine engine comprises an internal gas compressor, an internal main combustion chamber and an internal turbine which are sequentially arranged along the gas flowing direction, wherein the internal gas compressor is arranged between the first channel casing and the engine inner shell, and the internal main combustion chamber and the internal turbine are arranged between the third channel casing and the engine inner shell;

the outer turbine engine comprises an outer gas compressor, an outer main combustion chamber and an outer turbine which are sequentially arranged along the gas flowing direction, wherein the outer gas compressor, the outer main combustion chamber and the outer turbine are all arranged between the second channel casing and the engine outer shell.

Further, the inner turbine engine also comprises an inner turbine shaft arranged along the central axis of the engine;

the outer turbine engine also includes an outer turbine shaft disposed within the outer gas passage.

Further, the engine further includes: and the precooling heat exchanger is arranged between the first channel casing and the engine outer shell.

Further, the engine further includes: the afterburner is arranged at the tail ends of the inner gas channel and the outer gas channel, and an afterburner oil spray rod is arranged in the afterburner.

Further, the inner gas channel switch structure is designed to be a conical structure.

Furthermore, the inner gas channel switch structure is connected with an actuating mechanism, and the actuating mechanism drives the inner gas channel switch structure to move along the axial direction.

Further, when Ma is 0 ~ 1.5, interior gas channel inlet end is opened, outer gas channel inlet end is closed, first opening is opened, the second opening is opened, outer gas channel is given vent to anger and is held closed, interior gas channel and outer gas channel are established ties and is communicate, and interior turbine engine realizes establishing ties with outer turbine engine.

Further, when Ma is 1.5 ~ 2.8, interior gas channel and outer gas channel are all opened, and first opening is closed, the second opening is closed, and interior gas channel and outer gas channel are the passageway, and interior turbine engine and outer turbine engine realize parallelly connected.

Further, when Ma is greater than 2.8, the inner gas channel is closed, the gas inlet end of the outer gas channel is opened, the first opening is closed, and the second opening is closed; the outer gas channel is a passage; the inner turbine engine is not operating and the outer turbine engine is operating.

An aircraft is loaded with the engine.

The invention has the beneficial effects that:

(1) the engine that this application designed, through the switching of series-parallel connection between interior turbine engine and the outer turbine engine, total pressure ratio is equivalent to the product of two engine pressure ratios at low speed, only has the work of the outer turbine engine that the pressure ratio is littleer when high-speed, so can be convenient realize the regulation on a large scale of circulating pressure ratio, the engine is to total different requirements of pressure ratio when solving high low-speed, satisfies the hypervelocity flight condition more thanMa 3.

(2) On the premise of adjusting the circulating pressure ratio in a large range, the flight speed limit of the engine can be greatly expanded, and the performance of the engine in a high-speed state and a low-speed state can be considered.

Drawings

FIG. 1 is a cross-sectional view of a high speed aircraft turbine engine of the present application;

FIG. 2 is a schematic illustration of fluid flow in a low speed mode of the high speed aircraft turbine engine of the present application;

FIG. 3 is a schematic illustration of fluid flow in a medium speed mode of the high speed aircraft turbine engine of the present application;

FIG. 4 is a schematic illustration of fluid flow in a high speed mode of a high speed aircraft turbine engine of the present application;

in the figure, 1, an air inlet nose cone, 2, a precooling heat exchanger, 3, an outer compressor, 4, an outer main combustion chamber, 5, an outer turbine, 6, a series mode switching valve, 7, an inner turbine shaft, 8, an afterburner oil injection rod, 9, an inner turbine, 10, an inner main combustion chamber, 11, an inner compressor, 12, a precooling channel switching valve, 13, an outer turbine shaft, 14, an engine shell, 15, a component name, 16, a channel casing, 16a, a first channel casing, 16b, a second channel casing, 16c, a third channel casing, 17, an inner compressor guide blade, 18, an outer compressor guide blade, 19, a first opening, 20 and a second opening.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

As shown in fig. 1, the engine is composed of an engineouter case 14 and an engineinner case 15. Theouter engine housing 14 is coaxially disposed outside theinner engine housing 15, so that an annular gas passage is formed between theinner engine housing 15 and theouter engine housing 14. Achannel casing 16 is arranged in a gas channel between the engineinner casing 15 and the engineouter casing 14, an outer gas channel is formed between thechannel casing 16 and the engineinner casing 15, and an inner gas channel is formed between thechannel casing 16 and the engineouter casing 14.

With reference to the figures, thechannel casing 16 has openings, respectively a first opening 19 and a second opening 20; the first opening 19 and thesecond opening 20 divide thechannel case 16 into afirst channel case 16a, asecond channel case 16b, and athird channel case 16c in this order in the gas flow direction.

And a series mode switching valve 6 is provided in a gap between the first channel casing and the second channel, and a gap between the second channel casing and the third channel casing. In this embodiment, the series mode switching valve 6 is composed of two parts, a first part is installed at thefirst opening 19, and the other part is installed at thesecond opening 20, and by changing the angles of the two parts of the series mode switching valve 6, the opening or closing of thefirst opening 19 and thesecond opening 20 is realized, and thus the flow directions of the gases in the inner gas passage and the outer gas passage are changed.

An inner gaschannel switch structure 1 is arranged at the front end of the engine, and the tail part of the inner gaschannel switch structure 1 faces to the air inlet end of the inner gas channel; the air inlet end of the inner gas channel can be opened or closed.

More preferably, the inner gaschannel switch structure 1 is designed as an airinlet nose cone 1, the cone tip of the airinlet nose cone 1 faces the air inlet end, and the tail of the airinlet nose cone 1 faces the air inlet end of the inner gas channel.

The engine consists of two turbine engines which are coaxially arranged and are respectively called an inner turbine engine and an outer turbine engine.

More specifically, the internal turbine engine includes aninternal compressor 11, an internalmain combustion chamber 10, and aninternal turbine 9, which are sequentially arranged in a gas flow direction, wherein theinternal compressor 11 is disposed between afirst channel casing 16a and an engineinner casing 15, and the internalmain combustion chamber 10 and theinternal turbine 9 are disposed between athird channel casing 16c and the engineinner casing 15. Theinner turbine shaft 7 is arranged along the central axis of the engine, and an innercompressor guide blade 17 is arranged at theinner compressor 11 and between the innermain combustion chamber 10 and theinner turbine 9.

The outer turbine engine comprises anouter gas compressor 3, an outermain combustion chamber 4 and anouter turbine 5 which are sequentially arranged along the gas flowing direction, wherein theouter gas compressor 3, the outermain combustion chamber 4 and theouter turbine 5 are all arranged between thesecond channel casing 16b and the engineouter shell 14. The outer turbine engine is disposed at a position between theinner compressor 11 and the innermain combustion chamber 10 of the inner turbine engine, as viewed in the axial direction. Viewed from the radial direction, theouter turbine shaft 13 of the outer turbine engine is sleeved outside the second channel casing through a bearing; that is, the outer turbine engine is disposed within the outer gas passage. Along the gas flow direction, anouter compressor 3, an outerprimary combustion chamber 4 and anouter turbine 5 are sequentially arranged.

Preferably, the tail end in the gas channel is provided with an afterburner, an afterburnerfuel injection rod 8 is arranged in the afterburner, the inner turbine engine and the outer turbine engine share one afterburner, and fuel is supplied to the afterburner fuel injection rod for combustion.

Preferably, aprecooling heat exchanger 2 is further arranged at the air inlet end of the gas turbine, and theprecooling heat exchanger 2 is circumferentially arranged in an outer gas channel of thefirst channel casing 16a, and the channel is a precooling channel. And precoolingchannel switch valves 12 are arranged at both ends of the precooling channel. The pre-coolingchannel switch valve 12 is composed of two parts, a switch valve at the air inlet end of the pre-cooling channel is installed on the inner wall of theouter shell 14 of the engine, a switch valve at the air outlet end of the pre-cooling channel is installed on the right side of thefirst channel casing 16a, and the opening or closing of the pre-cooling channel is realized through the rotation of the pre-coolingchannel switch valves 12 at the two ends of the pre-cooling channel.

More preferably, theinlet nose cone 1 is axially movable, and when the inlet nose cone moves backwards, the tail of theinlet nose cone 1 can be matched with the inlet end of the inner gas channel, as shown in fig. 4 (high speed mode), and can completely cover the inner gas channel where the inner turbine engine is located. In the application, theinlet nose cone 1 is provided with an actuating mechanism, theinlet nose cone 1 is driven by the actuating mechanism to move along the axial direction, and theinlet nose cone 1 and the actuating mechanism thereof are also independently hoisted on an airplane and are not in hard connection with an engine. The actuating mechanism can be formed by combining a driving motor, an output shaft, a connecting rod mechanism and the like, and the connecting rod mechanism connected with the driving motor and the output shaft drives the airinlet nose cone 1 to move.

In the design of system circulation, the pressure increase ratio of the inner turbine engine is higher and reaches about 8; the supercharging ratio of the outer turbine engine is lower and reaches about 3. The outer turbine engine is the only power at the highest speed of flight, so its compression ratio is relatively low. In the present case, the pressure increase ratio can be considered to be determined by the number of series stages of the compressor rotors.

Meanwhile, in the application, an aircraft is also provided, and the aircraft is loaded with the high-speed aviation turbine engine based on series-parallel connection designed by the application.

In order to more clearly illustrate the structure of the turbine engine designed by the present application, the following is further explained in conjunction with the operation of the aircraft on which the turbine engine is mounted.

The flow path switching of the engine in three states can be realized by the airinlet nose cone 1, the precoolingchannel switch valve 12 and the series mode switching valve 6:

(1) in a low-speed state, if Ma is 0-1.5, the airinlet nose cone 1 moves forward, namely the air inlet end of the inner gas channel is opened, the pre-coolingchannel switch valve 12 is closed, namely the air inlet end of the outer gas channel is closed, thefirst opening 19 is opened, thesecond opening 20 is opened, the air outlet end of the outer gas channel is closed, the inner gas channel and the outer gas channel are communicated in series, and the inner turbine engine and the outer turbine engine are connected in series as shown in fig. 2; the airflow enters from the inner gas channel and sequentially passes through theinner gas compressor 11, theouter gas compressor 3, the outermain combustion chamber 4, theouter turbine 5, the innermain combustion chamber 10, theinner turbine 9 and the afterburning chamber; the innermain combustor 10 in this case functions as an "interstage combustor" of a conventional turbine engine.

In the mode, the actual pressure ratio of the inner turbine engine is about 8, the actual pressure ratio of the outer turbine engine is 3-4, the total pressure ratio during low-speed flight is about 25, the total pressure ratio is the mainstream level of the military turbine engine with the current small bypass ratio, and the engine can have good low-speed performance.

(2) In a medium-speed state, if Ma is 1.5 to 2.8, the airinlet nose cone 1 moves forward, namely an inner gas channel is opened, the pre-coolingchannel switch valve 12 is opened, namely an outer gas channel is opened, thefirst opening 19 is closed, thesecond opening 20 is closed, the inner gas channel and the outer gas channel are both passages, and the inner turbine engine and the outer turbine engine are connected in parallel. At this time, the precooling channel is opened, and the airflow entering the engine is divided into two paths as shown in fig. 3, and enters from the inner turbine engine and the outer turbine engine respectively.

The two streams each travel through their own flow path and mix prior to the afterburner.

(3) In a high-speed state, if Ma is greater than 2.8, the airinlet nose cone 1 moves backwards, namely the inner gas channel is closed, the pre-coolingchannel switch valve 12 is opened, namely the air inlet end of the outer gas channel is opened, thefirst opening 19 is closed, and thesecond opening 20 is closed; at the moment, the inner gas channel is closed, and the outer gas channel is a passage, namely the inner turbine engine does not work, and only the outer turbine engine works; the air flow passes through aprecooling heat exchanger 2, anouter air compressor 3, an outermain combustion chamber 4, anouter turbine 5 and an afterburning chamber in sequence.

The pressure ratio of the compression system at high speed is only about 3, and the engine can work in a state of extremely high speed by matching with the precoolingheat exchanger 2, and the highest speed can even reach Ma 4-5.

The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.

Claims (12)

1. An engine, comprising:

an engine outer case (14);

an engine inner housing (15) disposed coaxially with the engine outer housing (14); the engine outer shell (14) is sleeved outside the engine inner shell (15);

a channel casing (16) arranged between the engine outer casing (14) and the engine inner casing (15); an outer gas channel is formed between the channel casing (16) and the engine inner casing (15), and an inner gas channel is formed between the channel casing (16) and the outer casing (14); the channel casing (16) has an opening;

a series mode switching valve (6) provided at an opening of the channel casing (16), the flow direction of gas between the inner gas channel and the outer gas channel being changeable by opening and closing the series mode switching valve (6);

an inner turbine engine disposed in the inner gas passage;

an outer turbine engine disposed in the outer gas duct;

an inner gas channel switch structure (1) arranged at the gas inlet end of the inner gas channel; and the number of the first and second groups,

and an inner gas passage switching valve (12) provided at the air intake end of the outer gas passage.

2. The engine according to claim 1, characterized in that the channel casing (16) has a first opening (19) and a second opening (20); the first opening (19) and the second opening (20) divide the channel casing (16) into a first channel casing (16a), a second channel casing (16b) and a third channel casing (16c) in sequence along the gas flow direction;

the series mode switching valve (6) comprises a first switching valve arranged at the first opening (19) and a second switching valve arranged at the second opening (20).

3. The engine according to claim 2, characterized in that the internal turbine engine comprises an internal compressor (11), an internal main combustion chamber (10) and an internal turbine (9) arranged in sequence in the gas flow direction, wherein the internal compressor (11) is arranged between the first channel casing (16a) and the engine inner casing (15), and the internal main combustion chamber (10) and the internal turbine (9) are arranged between the third channel casing (16c) and the engine inner casing (15);

the outer turbine engine comprises an outer gas compressor (3), an outer main combustion chamber (4) and an outer turbine (5) which are sequentially arranged along the gas flowing direction, wherein the outer gas compressor (3), the outer main combustion chamber (4) and the outer turbine (5) are all arranged between a second channel casing (16b) and an engine outer shell (14).

4. The engine according to claim 3, characterized in that the inner turbine engine further comprises an inner turbine shaft (7) arranged along the engine mid-axis;

the outer turbine engine also includes an outer turbine shaft (13) disposed within the outer gas passage.

5. The engine of claim 2, further comprising: a pre-cooling heat exchanger (2) disposed between the first channel casing (16a) and the engine outer casing (14).

6. The engine of any one of claims 1-5, further comprising: the afterburner is arranged at the tail ends of the inner gas channel and the outer gas channel, and an afterburner fuel spray rod (8) is arranged in the afterburner.

7. An engine according to claim 6, characterized in that the inner gas channel switch structure (1) is designed as a cone structure.

8. The engine according to claim 6, characterized in that the inner gas channel switching structure (1) is connected to an actuating mechanism, and the inner gas channel switching structure (1) is moved in the axial direction by the actuating mechanism.

9. The engine of claim 6, wherein when Ma is 0-1.5, the inlet end of the inner gas channel is opened, the inlet end of the outer gas channel is closed, the first opening (19) is opened, the second opening (20) is opened, the outlet end of the outer gas channel is closed, the inner gas channel and the outer gas channel are communicated in series, and the inner turbine engine and the outer turbine engine are connected in series.

10. The engine of claim 6, wherein when Ma is 1.5 to 2.8, the inner gas passage and the outer gas passage are both open, the first opening (19) is closed, the second opening (20) is closed, the inner gas passage and the outer gas passage are both open, and the inner turbine engine and the outer turbine engine are connected in parallel.

11. An engine according to claim 8, characterised in that when Ma >2.8, the inner gas channel is closed, the outer gas channel inlet end is open, the first opening (19) is closed and the second opening (20) is closed; the outer gas channel is a passage; the inner turbine engine is not operating and the outer turbine engine is operating.

12. An aircraft carrying an engine as claimed in any one of claims 1 to 11.

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