阅读说明：本技术 一种带Flade风扇和核心机驱动风扇级的三涵道ACE发动机 (Three-duct ACE engine with Flade fan and core machine driving fan stages ) 是由 张坤 龚建波 黄恩亮 郭磊 杜宇飞 徐纲 于 2021-08-16 设计创作，主要内容包括：本发明提供了一种带Flade风扇和核心机驱动风扇级的三涵道ACE发动机,与常规传统小涵道比涡扇发动机在结构上的基本区别在于将风扇分成前风扇和后风扇两个部分,带Flade的前风扇位于低压转子上,后风扇即核心机驱动风扇位于高压转子上。前后风扇都有各自的出口涵道,以便在宽广的飞行包线范围内,调节不同飞行状态下的涵道比,以便更好地控制各涵道的空气流量。后风扇即核心机驱动风扇由高压涡轮驱动的结构安排,更有利于充分利用高压涡轮的做功能力,不至于由低压涡轮驱动,造成低压涡轮级数的增加,提高发动机质量,减小推重比。(The invention provides a three-duct ACE engine with a Flade fan and a core machine driving fan stage, which is basically structurally different from a conventional small-duct-ratio turbofan engine in that the fan is divided into a front fan and a rear fan, wherein the front fan with the Flade is positioned on a low-pressure rotor, and the rear fan, namely the core machine driving fan, is positioned on a high-pressure rotor. The front and rear fans have respective outlet ducts to adjust the duct ratio at different flight conditions over a wide range of flight envelopes to better control the air flow of each duct. The back fan, namely the core machine driving fan, is structurally arranged and driven by the high-pressure turbine, so that the working capacity of the high-pressure turbine is more favorably fully utilized, the increase of the number of stages of the low-pressure turbine caused by the driving of the low-pressure turbine is avoided, the quality of an engine is improved, and the thrust-weight ratio is reduced.)

1. The utility model provides a take three ducts ACE engine of Flade fan and core machine drive fan level, includes interior duct, first outer duct G, the outer duct E of second, the outer duct A of third, back variable area ejector K and exhaust nozzle L, the outer duct that first outer duct G, the outer duct E of second, the outer duct A of third form the engine jointly, the flow direction is provided with preceding level fan B in the interior duct, takes Flade fan C, core machine, the core machine includes core machine drive fan level F, high-pressure compressor H, high-pressure turbine I, low pressure turbine J, its characterized in that:

the front stage fan B is arranged at the airflow inlet of the inner duct, the fan C with the Flade is arranged at the downstream of the front stage fan B, the fan blades of the fan C with the Flade extend into the third outer duct A, the front stage fan B and the fan C with the Flade are formed into front double-stage fans and are driven by the core machine,

the first outer duct G is an airflow channel for driving the outlet of the fan stage F to enter the outer duct by the core machine, the second outer duct E is an airflow channel for the outlet of the front double-stage fan to enter the outer duct, and the third outer duct A is an airflow channel for the fan C with the Flade to pass through;

the third outer duct A is also internally provided with an adjustable stator guide vane positioned at the upstream of the fan C with the Flade, and the adjustable stator guide vane is used for adjusting the air inflow entering the third outer duct A and the pressure drop ratio of the low-pressure turbine J;

the second outer duct E at the outlet of the front double-stage fan is also provided with a mode selection valve D, the mode selection valve D is used for adjusting the duct ratio of the engine, and when the mode selection valve D is closed, the engine enters a single-duct mode with a small duct ratio to work; when the mode selection valve D is opened, the engine enters a double-bypass mode with a medium bypass ratio to work;

the core machine driving fan stage F and the low-pressure turbine J are both provided with adjustable stator guide vanes for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor;

the rear variable-area bypass ejector K is arranged at the downstream of the core machine and used for controlling the air flow entering the outer bypass and adjusting the total pressure difference between the air flow of the outer bypass and the air flow of the core machine so as to avoid overlarge mixing loss.

2. The three-duct ACE engine with a Flade fan and core-driven fan stage of the preceding claims wherein: the operation of the Flade fan C in the third bypass a can be independently adjusted.

3. The three-duct ACE engine with a Flade fan and core-driven fan stage of the preceding claims wherein: the steady-state working modes of the ACE engine comprise a single-bypass circulation working mode (M1 mode), a double-bypass circulation working mode (M2 mode), a single-bypass + third-bypass working mode (M13 mode) and a three-bypass circulation working mode (M3 mode).

4. The three-duct ACE engine with a Flade fan and core-driven fan stage of claim 3 wherein: when the engine is in the single-culvert cycle operating mode (M1 mode), the first bypass G is open, and the second and third bypasses E, A are closed, typically for supersonic cruise conditions or combat conditions; when the engine is in a double-culvert cycle operating mode (M2 mode), the first and second out-ducts G, E are open and the third out-duct a is closed, typically for a hypersonic cruise condition; when the engine is in a single bypass + third bypass operating mode (M13 mode), the first and third bypasses G and a are open, and the second bypass E is closed, typically for subsonic cruise conditions or for an ultra-long standby patrol mode; when the engine is in the three-culvert cycle operating mode (M3 mode), all of the outer ducts G, E, A are fully open, typically for ground takeoff conditions.

5. The three-duct ACE engine with a Flade fan and core-driven fan stage of the preceding claims wherein: the front stage fan B is two stages and is arranged on the low-pressure rotor, the core machine driving fan stage F is arranged on the high-pressure rotor to form an engine rear fan, and the front stage fan B and the core machine driving fan stage F are provided with respective outlet ducts, so that the duct ratio under different flight states can be adjusted in a wide flight envelope range to control the air flow of each duct.

6. The three-duct ACE engine with a Flade fan and core-driven fan stage of the preceding claims wherein: the flabellum of taking Flade fan C extends to in the third outer duct A, Flade is the one row of short rotor blades who connects in the fan periphery, has independent adjustable stator.

Technical Field

The invention relates to the field of aircraft power design, relates to a wide envelope service range supersonic aircraft power system, and particularly relates to a three-duct self-Adaptive Cycle Engine (ACE) layout with a Flade fan and a core machine driving fan stage.

Background

Through development of more than half a century, unit fuel consumption rate and thrust-weight ratio of military aircraft engines are continuously improved, and mission capacity of military aircraft is greatly improved. With the further development of electronic technology, the functions of the missiles are further improved, the operation mode is greatly changed, and higher requirements are put forward on the performance of military aircrafts, such as over-the-horizon operation, supersonic penetration, short-distance combat, over-stall maneuver, short-distance or vertical landing and landing, larger flight envelope, operation radius and the like; in addition, all-weather, long-range, multi-purpose aircraft with economic affordability have become new design goals in order to save development costs and reduce development cycle. The design requirements of the airplane provide new requirements for the design of a new generation of engine, and the engine is required to have the characteristic of high unit thrust of a turbojet engine besides the requirement of higher thrust-weight ratio so as to meet the requirements of supersonic cruise, combat maneuver flight, transonic speed acceleration and the like; and the characteristic of low oil consumption rate of the turbofan engine during subsonic cruising is required to meet requirements of subsonic cruising, standby, air patrol and the like. Clearly, to achieve to some extent the conflicting cycle objectives described above, a variable cycle engine is clearly a desirable propulsion device. In the last forty years, various large aircraft engine companies, universities and research institutions at home and abroad carry out relevant researches on various variable-cycle engines with different layout forms, including the selection of an air-bleeding type variable-cycle layout, a double-compression system variable-cycle layout, a double-bypass variable-cycle layout with a CDFS (cyclic redundancy), and a turbine/stamping variable-cycle combined layout (a J58 engine based on the layout is already set to be applied to an SR-71 scout), but the layouts do not form the maximum-amplitude variable cycle, the high-altitude subsonic-speed oil consumption rate is still high, and the bypass ratio variation range of the engine is required to be larger. Therefore, a novel variable cycle engine which can flexibly adjust the air flow rate, the pressure ratio and the cycle working mode of the engine is urgently needed, so that the performance of the engine can be adaptive to the performance requirement of the flight mission on the engine, and the full-package linear performance optimization can be obtained.

Disclosure of Invention

The invention solves the technical problems that:

the variable-cycle engines with different layout forms do not form maximum-amplitude variable-cycle work, the adjustment of the air flow rate, the supercharging ratio and the cycle working mode of the engine is not flexible enough, the performance of the engine cannot be adaptive to the performance requirement of a flight task on the engine so as to obtain the optimization of full-wrap linear performance, and the high-altitude subsonic cruise oil consumption rate is still high. In addition, the existing variable-cycle engine works at subsonic speed and supersonic speed under the condition of fixing the air inlet, excessive air flow cannot pass through the engine, so that air inlet overflow occurs, excessive overflow resistance is generated, and the installation performance loss of the engine is increased.

The invention provides a layout mode of a three-duct Adaptive Cycle Engine (ACE) with a Flade fan and a core machine driving fan stage. The adjustable mechanism is simplified relative to a double-bypass variable-cycle engine, so that the weight and the complexity of the engine are reduced, and the reliability is improved.

(II) the technical scheme of the invention is as follows:

the invention provides a layout mode of a three-duct self-Adaptive Cycle Engine (ACE) with a Flade fan and a core machine driving fan stage, which is used for solving the problems. Compared with a double-bypass variable-cycle engine, the ACE engine with the Flade Fan C and the core machine driving Fan stage F has the layout mode that the second-stage Fan in front of the ACE engine adopts a 'Flade' (Fan + Blade) stage to extend out of a third bypass A. Flade is a row of short rotor blades with individually adjustable stators attached to the periphery of the fan. The variable-circulation engine has the advantages that the variable-circulation engine can independently change the air flow and the pressure ratio entering the fan and the core machine, realize the variable circulation with larger amplitude, and reduce the fuel consumption rate of the engine in the subsonic cruising state with larger amplitude. Under the condition of fixing the air inlet, the air inlet works at subsonic speed and supersonic speed, excessive air flow cannot overflow due to the fact that the excessive air flow cannot pass through the engine, and excessive overflow resistance is generated, so that the installation performance of the engine is improved.

Specifically, the technical scheme adopted by the invention for solving the technical problems is as follows:

the utility model provides a take three ducts ACE engine of Flade fan and core machine drive fan level, includes interior duct, first outer duct G, the outer duct E of second, the outer duct A of third, back variable area ejector K and exhaust nozzle L, the outer duct that first outer duct G, the outer duct E of second, the outer duct A of third form the engine jointly, the flow direction is provided with preceding level fan B in the interior duct, takes Flade fan C, core machine, the core machine includes core machine drive fan level F, high-pressure compressor H, high-pressure turbine I, low pressure turbine J, its characterized in that:

the front stage fan B is arranged at the airflow inlet of the inner duct, the fan C with the Flade is arranged at the downstream of the front stage fan B, the fan blades of the fan C with the Flade extend into the third outer duct A, the front stage fan B and the fan C with the Flade are formed into front double-stage fans and are driven by the core machine,

the first outer duct G is an airflow channel for driving the outlet of the fan stage F to enter the outer duct by the core machine, the second outer duct E is an airflow channel for the outlet of the front double-stage fan to enter the outer duct, and the third outer duct A is an airflow channel for the fan C with the Flade to pass through;

the third outer duct A is also internally provided with an adjustable stator guide vane positioned at the upstream of the fan C with the Flade, and the adjustable stator guide vane is used for adjusting the air inflow entering the third outer duct A and the pressure drop ratio of the low-pressure turbine J;

the second outer duct E at the outlet of the front double-stage fan is also provided with a mode selection valve D, the mode selection valve D is used for adjusting the duct ratio of the engine, and when the mode selection valve D is closed, the engine enters a single-duct mode with a small duct ratio to work; when the mode selection valve D is opened, the engine enters a double-bypass mode with a medium bypass ratio to work;

the core machine driving fan stage F and the low-pressure turbine J are both provided with adjustable stator guide vanes for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor;

the rear variable-area bypass ejector K is arranged at the downstream of the core machine and used for controlling the air flow entering the outer bypass and adjusting the total pressure difference between the air flow of the outer bypass and the air flow of the core machine so as to avoid overlarge mixing loss.

Preferably, the operation of the Flade fan C in said third bypass a is independently adjustable, independently of the other components, without affecting the matching operating lines of the components of the main engine. Because the working temperature is lower, the fan C with the Flade and the case can be made of light composite materials. The air of the third bypass a may provide air for nozzle cooling, ir suppression, and nozzle flow control.

Preferably, the steady state operating modes of the ACE engine include a single bypass cycle operating mode (M1 mode), a double bypass cycle operating mode (M2 mode), a single bypass + third bypass operating mode (M13 mode), and a triple bypass cycle operating mode (M3 mode).

Further, when the engine is in the single-culvert cycle operating mode (M1 mode), the first bypass G is open and the second and third bypasses E, A are closed, typically for supersonic cruise conditions or combat conditions; when the engine is in a double-culvert cycle operating mode (M2 mode), the first and second out-ducts G, E are open and the third out-duct a is closed, typically for a hypersonic cruise condition; when the engine is in a single bypass + third bypass operating mode (M13 mode), the first and third bypasses G and a are open, and the second bypass E is closed, typically for subsonic cruise conditions or for an ultra-long standby patrol mode; when the engine is in the three-culvert cycle operating mode (M3 mode), all of the outer ducts G, E, A are fully open, typically for ground takeoff conditions.

Preferably, the front stage fan B is provided in two stages on the low pressure rotor, the core driven fan stage F is provided on the high pressure rotor to form an engine rear fan, and the front stage fan B and the core driven fan stage F each have a respective outlet duct to adjust the duct ratio at different flight conditions over a wide flight envelope to better control the air flow rate of each duct. The back fan, namely the core machine driving fan F, is structurally arranged to be driven by the high-pressure turbine I, so that the working capacity of the high-pressure turbine I is more favorably fully utilized, the increase of the number of stages of the low-pressure turbine is avoided due to the fact that the back fan is driven by the low-pressure turbine J, the quality of an engine is improved, and the thrust-weight ratio is reduced.

Preferably, the fan blades of the fan C with Flade extend into the third bypass a, the Flade is a row of short rotor blades connected to the periphery of the fan, and has an individually adjustable stator. The variable-circulation air inlet device has the advantages that the variable-circulation air inlet device can independently change the air flow and the pressure ratio entering the fan and the core machine, and realize larger variable circulation, so that the variable-circulation air inlet device can work at subsonic speed and supersonic speed under the condition of fixing the air inlet channel, excessive air flow cannot overflow due to the fact that the excessive air flow cannot pass through the engine, and excessive overflow resistance is generated, and the installation performance of the engine is improved.

According to the three-bypass ACE engine with the Flade fan and the core machine driving fan stage, the variable Flade fan C, the core machine driving fan stage F and the mode selection valve D are utilized, the air flow rate, the pressure boost ratio and the cycle working mode of the engine can be flexibly adjusted, the performance of the engine can be adaptive to the performance requirements of the flight task on the engine, and the full-package linear performance optimization is obtained. The adjustable mechanism is simplified relative to a double-bypass variable-cycle engine, so that the weight and the complexity of the engine are reduced, and the reliability is improved. ACE engines are suitable for use in multi-purpose supersonic fighters, remote bombers and remote attack platforms.

The invention discloses a three-duct ACE engine with a Flade fan and a core machine driving fan stage, which is provided with 5 adjustable geometric mechanisms, wherein adjustable stator guide vanes in front of the Flade are used for adjusting the air input entering a third outer duct and the pressure drop ratio of a low-pressure turbine; the fan outlet bypass channel mode selection valve is used for adjusting the bypass ratio of the engine, the selection valve is closed, and the engine works in a small bypass ratio mode, namely a single bypass mode; the mode selection valve is opened, and the engine works in a double-bypass mode with a medium bypass ratio; the adjustable stator guide vanes of the core machine driving fan stage and the adjustable stator guide vanes of the low-pressure turbine are used for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor; a variable area bypass eductor (RVABI) behind the core is used to control the air flow into the outer bypass and to adjust the total pressure differential between the two flows of the outer bypass and core to avoid excessive blending losses. In addition, RVABI also has the functions of simplifying the structure of the spray pipe and independently controlling the rotating speed of the high-pressure rotor and the low-pressure rotor.

Compared with the single working mode of the traditional conventional circulating aero-engine, the possible steady-state working modes of the three-bypass ACE engine with the Flade fan and the core engine driving fan stage comprise the following four modes: a Single Bypass circulation working mode (Single Bypass), namely a first Bypass G is opened, and a second Bypass E and a third Bypass A are closed, is called as an M1 mode, is generally used for supersonic cruise or battle plane combat states, and improves agility; a Double Bypass circulation working mode (Double Bypass), namely a first Bypass G and a second Bypass E are opened, a third Bypass A is closed, and the Double Bypass circulation working mode is called as an M2 mode and is generally used in a hypersonic cruise state; a single external culvert and a third culvert working mode (thread + single Bypass), namely, a first culvert, a third culvert, a fourth culvert and a fourth culvert, wherein the third culvert is opened, the third culvert is closed, the third culvert is called as an M13 mode, and the third culvert is generally used in a subsonic cruising state or an ultra-long standby patrol mode; and fourthly, a Three-culvert circulating work mode (Three Bypass), namely, all the culverts G, E, A are opened, namely, the Three-culvert circulating work mode is called as an M3 mode, is generally used in a ground takeoff state, has large thrust and low fuel consumption rate, and can enable the flight platform to carry more fuel so as to improve the range.

(III) compared with the prior art, the invention has the advantages that:

1) compared with a double-bypass variable-cycle engine, the three-bypass ACE engine with the Flade fan and the core machine driving fan stage has the advantages that the air flow and the pressure ratio entering the fan and the core machine can be independently changed, variable cycle is greatly realized, and the oil consumption rate of the engine in a subsonic cruising state is greatly reduced. Under the condition of fixing the air inlet, the air inlet works at subsonic speed and supersonic speed, excessive air flow cannot overflow due to the fact that the excessive air flow cannot pass through the engine, and excessive overflow resistance is generated, so that the installation performance of the engine is improved.

2) The three-bypass ACE engine with the Flade fan and the core machine driving fan stage adopts five adjustable geometric mechanisms, so that the performance of the engine is adaptive to the performance requirements of the flight task on the engine, and full-package linear performance optimization is obtained.

3) In the three-bypass ACE engine with the Flade fan and the core machine driving fan, the adjustable mechanism is simplified relative to a double-bypass variable-cycle engine, so that the weight and the complexity of the engine are reduced, and the reliability is improved.

4) Compared with the single working mode of the traditional conventional circulating aero-engine, the three-bypass ACE engine with the Flade fan and the core machine driving fan stage has four possible steady-state working modes which can be respectively applied to different flight states so as to keep the optimal performance of a flight platform, such as a combat state, an ultra-long standby patrol state, a ground takeoff state and the like:

5) in the three-bypass ACE engine with the Flade fan and the core machine driving fan stage, the third outer bypass with the Flade fan can independently adjust the work without being influenced by other parts, and the adjustment does not influence the matching working lines of all parts of the main engine. Because the working temperature is lower, the fan with the Flade and the casing can be made of light composite materials.

6) In the three-bypass ACE engine with the Flade fan and the core machine driving fan stage, air of the third outer bypass can be used for cooling the spray pipe, inhibiting infrared rays and controlling flow of the spray pipe.

7) The developed ACE engine can be suitable for multipurpose supersonic fighters, remote bombers and remote attack platforms.

Drawings

FIG. 1 is a schematic diagram of a three-ducted ACE engine with a Flade fan and core driven fan stage of the present invention.

Fig. 2 is a simplified diagram of the operation of the ACE engine in M1 mode.

Fig. 3 is a simplified diagram of the operation of the ACE engine in M2 mode.

Fig. 4 is a simplified diagram of the operation of the ACE engine in M13 mode.

Fig. 5 is a simplified diagram of the operation of the ACE engine in M3 mode.

Description of reference numerals:

the engine comprises a third outer duct A, a front stage fan B, a fan C with a Flade, a mode selection valve D, a second outer duct E, a core engine driving fan stage F, a first outer duct G, a high-pressure compressor H, a high-pressure turbine I, a low-pressure turbine J, a rear variable-area ejector K, a tail nozzle L, 1-an engine fan inlet, 12-a Flade fan inlet, 121-a Flade fan outlet, 22-a fan culvert outlet, 221-a second duct, 222-a CDFS inlet, 223-a high-pressure compressor inlet, 224-a first duct outlet, 3-a high-pressure compressor outlet, 4-a combustion chamber outlet, 41-a high-pressure turbine guider outlet, 5-a low-pressure turbine outlet, 122-a third duct, 6-a culvert tail nozzle inlet and 8-a culvert tail nozzle throat.

Detailed Description

In order to make the implementation objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments, which are part of the present invention, are not all embodiments, and are intended to be illustrative of the present invention and should not be construed as limiting the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

As shown in figure 1, the three-duct ACE engine with the Flade fan and the core engine driving fan stage comprises an inner duct, a first outer duct G, a second outer duct E, a third outer duct A, a rear variable-area ejector K and a tail spray pipe L, wherein the first outer duct G, the second outer duct E and the third outer duct A jointly form an outer duct of the engine, a front stage fan B, a Flade fan C and a core engine are arranged in the inner duct in the flow direction, and the core engine comprises a core engine driving fan stage F, a high-pressure compressor H, a high-pressure turbine I and a low-pressure turbine J. The front stage fan B is arranged at the airflow inlet of the inner duct, the fan C with the Flade is arranged at the downstream of the front stage fan B, the fan blades of the fan C with the Flade extend into the third outer duct A, and the front stage fan B and the fan C with the Flade are formed into front double-stage fans and are driven by the core machine. The first outer duct G is an airflow channel for the core machine to drive the fan stage F to exit and enter the outer duct, the second outer duct E is an airflow channel for the front double-stage fan to exit and enter the outer duct, and the third outer duct A is an airflow channel with a Flade fan C. The third outer duct A is also provided with adjustable stator guide vanes positioned at the upstream of the fan C with the Flade, and the adjustable stator guide vanes are used for adjusting the air inflow entering the third outer duct A and the pressure drop ratio of the low-pressure turbine J. The second outer bypass E at the outlet of the front two-stage fan is also provided with a mode selection valve D, the mode selection valve D is used for adjusting the bypass ratio of the engine, and when the mode selection valve D is closed, the engine enters a single bypass mode with a small bypass ratio to work; when the mode selection valve D is opened, the engine enters a double-bypass mode with a medium bypass ratio to work. The core machine driving fan stage F and the low-pressure turbine J are both provided with adjustable stator guide vanes for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor. The rear variable-area bypass ejector K is arranged at the downstream of the core machine and used for controlling the air flow entering the outer bypass and adjusting the total pressure difference between the air flow of the outer bypass and the air flow of the core machine so as to avoid overlarge mixing loss.

According to the three-bypass ACE engine with the Flade fan and the core machine driven fan stage, an airflow channel which enters a bypass from an outlet of the core machine driven fan stage F is called a first bypass G, an airflow channel which enters the bypass from an outlet of a front double-stage fan is called a second bypass E, and an airflow channel which passes through the Flade is called a third bypass A. BPR1 is the ratio of the air flow of the first bypass G to the air flow entering the high pressure compressor H; BPR2 is the ratio of the airflow of the second bypass E to the airflow entering the core driven fan stage F; the BPR3 is the ratio of the airflow of the third bypass a to the inlet airflow of the front stage fan B; BPRS is the ratio of the sum of the air flow into the three outer ducts to the air flow into the high pressure compressor H.

In the three-duct ACE engine with the Flade fan and the core machine driving fan stage, in 5 adjustable mechanisms of the engine, adjustable stator guide vanes in front of the Flade are used for adjusting the air inflow entering a third outer duct A and the pressure drop ratio of a low-pressure turbine; the fan outlet bypass channel mode selection valve D is used for adjusting the bypass ratio of the engine, the selection valve is closed, and the engine works in a small bypass ratio mode, namely a single bypass mode; the mode selection valve D is opened, and the engine works in a double-bypass mode with a medium bypass ratio; the adjustable stator guide vanes of the core machine driving fan stage and the adjustable stator guide vanes of the low-pressure turbine are used for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor; the Rear variable area bypass ejector K (front RVABI) of the core machine is used for controlling the air flow entering the outer bypass and adjusting the total pressure difference of the air flow of the outer bypass and the air flow of the core machine so as to avoid overlarge mixing loss. In addition, RVABI also has the functions of simplifying the structure of the spray pipe and independently controlling the rotating speed of the high-pressure rotor and the low-pressure rotor.

According to the three-bypass ACE engine with the Flade fan and the core machine driving fan stage, the third outer bypass A with the Flade fan C can be independently adjusted in work and is not influenced by other parts, and the adjustment does not influence the matching working lines of all parts of the main engine. Because the working temperature is lower, the fan C with the Flade and the case can be made of light composite materials. The air of the third bypass a may provide air for nozzle cooling, ir suppression, and nozzle flow control.

Compared with the Single working mode of the traditional conventional circulating aero-engine, the possible steady-state working modes of the ACE engine with the Flade fan and the core machine driving fan stage comprise four Single Bypass working modes, namely a first Bypass G is opened, and a second Bypass E and a third Bypass A are closed, namely an M1 mode, and the three Bypass working modes are generally used in an ultrasonic cruise state or a combat state; a Double Bypass circulation working mode (Double Bypass), namely a first Bypass G and a second Bypass E are opened, a third Bypass A is closed, is called as an M2 mode and is generally used in a high subsonic speed cruising state; the method is characterized by comprising a single culvert + third culvert working mode (thread + single Bypass), namely, a first culvert, a third culvert, a second culvert and a fourth culvert, wherein the mode is called as an M13 mode, and the method is generally used in a subsonic cruising state or an ultra-long standby patrol mode; the Three-culvert circulation operating mode (Three Bypass), namely all the ducts G, E, A are opened, is called as M3 mode and is generally used for the ground takeoff state.

The basic difference of the structure of the three-bypass ACE engine with the Flade fan and the core machine driving fan stage compared with the conventional small bypass ratio turbofan engine is that the fan is divided into a front fan and a rear fan, the front fan B is in two stages and is positioned on a low-pressure rotor, and the rear fan, namely the core machine driving fan stage F and a high-pressure compressor H, are positioned on a high-pressure rotor. The front and rear fans have respective outlet ducts to adjust the duct ratio at different flight conditions over a wide range of flight envelopes to better control the air flow of each duct. The back fan, namely the core machine driving fan F, is structurally arranged to be driven by the high-pressure turbine I, so that the working capacity of the high-pressure turbine I is more favorably fully utilized, the increase of the number of stages of the low-pressure turbine is avoided due to the fact that the back fan is driven by the low-pressure turbine J, the quality of an engine is improved, and the thrust-weight ratio is reduced.

Compared with a double-bypass variable-cycle engine, the ACE engine with the Flade Fan C and the core machine driving Fan stage F is novel in that a second-stage Fan adopts a 'Flade' (Fan + Blade) stage to extend out of a third bypass A. Flade is a row of short rotor blades with individually adjustable stators attached to the periphery of the fan. The variable-circulation air inlet device has the advantages that the variable-circulation air inlet device can independently change the air flow and the pressure ratio entering the fan and the core machine, and realize larger variable circulation, so that the variable-circulation air inlet device can work at subsonic speed and supersonic speed under the condition of fixing the air inlet channel, excessive air flow cannot overflow due to the fact that the excessive air flow cannot pass through the engine, and excessive overflow resistance is generated, and the installation performance of the engine is improved.

According to the three-bypass ACE engine with the Flade fan and the core machine driving fan stage, the variable Flade fan C, the core machine driving fan stage F and the mode selection valve D are utilized by the ACE engine, the air flow rate, the pressure ratio and the cycle working mode of the engine can be flexibly adjusted, the performance of the engine can be adaptive to the performance requirements of the flight mission on the engine, and the full-package linear performance optimization is obtained. The adjustable mechanism is simplified relative to a double-bypass variable-cycle engine, so that the weight and the complexity of the engine are reduced, and the reliability is improved.

The invention provides a three-bypass ACE engine with a Flade Fan and a core machine driving Fan stage, wherein a second-stage Fan adopts a 'Flade' (Fan + Blade) stage to extend out of a third bypass A. Flade is a row of short rotor blades with individually adjustable stators attached to the periphery of the fan. The variable-circulation engine has the advantages that the variable-circulation engine can independently change the air flow and the pressure ratio entering the fan and the core machine, realize the variable circulation with larger amplitude, and reduce the fuel consumption rate of the engine in the subsonic cruising state with larger amplitude. Under the condition of fixing the air inlet, the air inlet works at subsonic speed and supersonic speed, excessive air flow cannot overflow due to the fact that the excessive air flow cannot pass through the engine, and excessive overflow resistance is generated, so that the installation performance of the engine is improved.

The layout form of the ACE engine provided by the invention is provided with 5 adjustable geometric mechanisms, and adjustable stator guide vanes in front of a Flade are used for adjusting the air inflow entering a third outer duct and the pressure drop ratio of a low-pressure turbine; the fan outlet bypass channel mode selection valve is used for adjusting the bypass ratio of the engine, the selection valve is closed, and the engine works in a small bypass ratio mode, namely a single bypass mode; the mode selection valve is opened, and the engine works in a double-bypass mode with a medium bypass ratio; the adjustable stator guide vanes of the core machine driving fan stage and the adjustable stator guide vanes of the low-pressure turbine are used for controlling the air flow entering the core machine and the slip of the high-pressure rotor and the low-pressure rotor; a variable area bypass eductor (RVABI) behind the core is used to control the air flow into the outer bypass and to adjust the total pressure differential between the two flows of the outer bypass and core to avoid excessive blending losses. In addition, RVABI also has the functions of simplifying the structure of the spray pipe and independently controlling the rotating speed of the high-pressure rotor and the low-pressure rotor.

Compared with the single working mode of the traditional conventional cycle aircraft engine, the possible steady-state working modes of the ACE engine provided by the invention comprise the following four modes:

a Single Bypass circulation working mode (Single Bypass) is shown in fig. 2, namely a first outer duct G is opened, and a second outer duct E and a third outer duct A are closed, which is called as an M1 mode, and is generally used for supersonic cruise or battle plane combat state, so that the agility is improved;

a Double Bypass circulation working mode (Double Bypass) is shown in fig. 3, namely, a first Bypass G and a second Bypass E are opened, a third Bypass A is closed, and the Double Bypass is called as an M2 mode and is generally used in a hypersonic cruise state;

a single Bypass + third Bypass operating mode (thread + single Bypass) is shown in fig. 4, namely, the first Bypass G and the third Bypass a are opened, and the second Bypass E is closed, which is called as an M13 mode and is generally used in a subsonic cruising state or an ultra-long standby patrol mode;

and fourthly, a Three-culvert circulating work mode (Three Bypass) as shown in fig. 5, namely, all the outer ducts G, E, A are opened, namely, the Three-culvert circulating work mode is called as an M3 mode, is generally used in a ground takeoff state, has large thrust and low fuel consumption rate, and can enable the flight platform to carry more fuel so as to improve the voyage.

The object of the present invention is fully effectively achieved by the above embodiments. Those skilled in the art will appreciate that the present invention includes, but is not limited to, what is described in the accompanying drawings and the foregoing detailed description. While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications within the spirit and scope of the appended claims.