阅读说明：本技术 一种航空发动机风扇外涵道引射系统 (Jet system of outer duct of fan of aircraft engine ) 是由 国睿 尹海宝 陈雷 于 2021-10-25 设计创作，主要内容包括：本申请属于航空发动机风扇外涵道引射系统设计技术领域,具体涉及一种航空发动机风扇外涵道引射系统,包括：发动机风扇；核心机驱动风扇,其进口与发动机风扇的出口对接；高压压气机,其进口与核心机驱动风扇的出口对接；发动机风扇内外涵分流环,在核心机驱动风扇内设置,与核心机驱动风扇的外机匣间形成上游发动机风扇外涵道；核心机驱动风扇内外涵分流环,在高压压气机内设置,与高压压气机的外机匣间形成下游发动机风扇外涵道,与发动机风扇内外涵分流环之间形成发动机风扇外涵引射道；一级发动机风扇外涵道分流环,其进口端与在上游发动机风扇外涵道内设置,出口端延伸到下游发动机风扇外涵道内。(The application belongs to the technical field of the design of an aero-engine fan outer duct injection system, and particularly relates to an aero-engine fan outer duct injection system, which comprises: an engine fan; the inlet of the core machine driving fan is butted with the outlet of the engine fan; the inlet of the high-pressure compressor is butted with the outlet of the core machine driving fan; the inner and outer culvert shunt rings of the engine fan are arranged in the core engine driving fan and form an upstream engine fan outer culvert with an outer casing of the core engine driving fan; the core machine drives the inner and outer culvert shunt rings of the fan, is arranged in the high-pressure compressor, forms an outer culvert of a downstream engine fan with an outer casing of the high-pressure compressor, and forms an outer culvert injection passage of the engine fan with the inner and outer culvert shunt rings of the engine fan; the inlet end of the first-stage engine fan bypass splitter ring is arranged in the upstream engine fan bypass, and the outlet end of the first-stage engine fan bypass splitter ring extends into the downstream engine fan bypass.)

1. The utility model provides an aeroengine fan outer duct draws penetrates system which characterized in that includes:

an engine fan (1);

a core engine driven fan (2) with its inlet in butt joint with the outlet of the engine fan (1);

the inlet of the high-pressure air compressor (3) is butted with the outlet of the core machine driving fan (2);

the inner and outer culvert flow distribution ring (4) of the engine fan is arranged in the core machine driving fan (2), surrounds blades of the core machine driving fan (2), and forms an upstream engine fan outer culvert (A) with an outer casing of the core machine driving fan (4);

the core machine drives the inner and outer fan culvert shunting rings (5), the inner of the high-pressure compressor (3) is provided with blades surrounding the high-pressure compressor (3), a downstream engine fan outer culvert (B) is formed between the blades and an outer casing of the high-pressure compressor (3), and an engine fan outer culvert injection channel (C) is formed between the blades and the inner and outer culvert shunting rings (4) of the engine fan;

and the inlet end of the primary engine fan bypass splitter ring (6) is arranged in the upstream engine fan bypass (A), and the outlet end of the primary engine fan bypass splitter ring extends into the downstream engine fan bypass (B).

2. The aircraft engine fan bypass ejector system of claim 1,

further comprising:

and the inlet end of the secondary engine fan outer duct splitter ring (7) is sleeved on the periphery of the primary engine fan outer duct splitter ring (6), and the outlet end of the secondary engine fan outer duct splitter ring extends into the downstream engine fan outer duct (B) and exceeds the outlet end of the primary engine fan outer duct splitter ring (6).

3. The aircraft engine fan bypass ejector system of claim 1,

further comprising:

the bypass ring (8) of the injection passage of the primary engine fan is arranged in the injection passage (C) of the primary engine fan;

the inlet end of the first-level downstream engine fan bypass splitter ring (9) is in butt joint with the outlet end of the first-level engine fan bypass injection runner splitter ring (8), the outlet end of the first-level downstream engine fan bypass splitter ring extends into the downstream engine fan bypass (B), and the outlet end of the first-level downstream engine fan bypass splitter ring exceeds the outlet end of the first-level engine fan bypass splitter ring (6).

4. The aircraft engine fan bypass ejector system of claim 1,

further comprising:

the secondary engine fan outer culvert injection channel shunting ring (10) is arranged in the engine fan outer culvert injection channel (C);

and the secondary downstream engine fan bypass splitter ring (11) is positioned on the inner side of the primary downstream engine fan bypass splitter ring (9), the inlet end of the secondary downstream engine fan bypass splitter ring is butted with the outlet end of the secondary engine fan bypass injection splitter ring (10), and the outlet end of the secondary downstream engine fan bypass splitter ring extends into the downstream engine fan bypass (B) and exceeds the outlet end of the primary downstream engine fan bypass splitter ring (9).

Technical Field

The application belongs to the technical field of design of an aircraft engine fan outer duct injection system, and particularly relates to an aircraft engine fan outer duct injection system.

Background

The aircraft engine comprises an engine fan, a core engine driving fan and a high-pressure air compressor, wherein the inlet of the core engine driving fan is in butt joint with the outlet of the engine fan, and the inlet of the high-pressure air compressor is in butt joint with the outlet of the core engine driving fan.

In the variable cycle engine, an internal and external culvert shunting ring of an engine fan is arranged in a core engine driving fan, the internal and external culvert shunting ring of the engine fan surrounds blades of the core engine driving fan, an upstream engine fan outer culvert is formed between the internal and external culvert shunting rings of the core engine driving fan and a core engine driving fan outer casing, the internal and external culvert shunting ring of the core engine driving fan is arranged in a high-pressure compressor, the internal and external culvert shunting ring of the core engine driving fan surrounds the blades of the high-pressure compressor, a downstream engine fan outer culvert is formed between the high-pressure compressor outer casing and the blades of the core engine fan outer casing, in addition, an engine fan outer culvert injection passage is formed between the internal and external culvert shunting rings of the engine fan and the internal and external culvert shunting rings of the core engine driving fan, high-speed airflow generated by the core engine fan and led out by the engine fan outer culvert injection passage is injected to low-speed airflow generated by the engine fan and led out from the upstream engine fan outer culvert, the technical scheme has the following defects that the airflow entering the upstream engine fan bypass has higher energy:

1) the high-speed airflow generated by the core engine driven fan is directly used for ejecting the low-speed airflow from the upstream engine fan bypass, the flow speed of the high-speed airflow generated by the core engine driven fan and the flow speed of the low-speed airflow from the upstream engine fan bypass have larger difference, and the pneumatic loss is larger during mixing, so that the working efficiency of the engine fan bypass ejection channel is lower, and the proof is as follows:

suppose the flow rate of the high-speed airflow generated by the core machine driving fan is M1 and the flow speed is V1;

the flow rate of the bypass airflow from the upstream engine fan is M2, and the flow speed is V2;

the flow rate of the mixed high-speed airflow generated by the core engine-driven fan and the mixed airflow from the outer duct of the fan of the upstream engine is M3, and the flow rate is V3;

according to the law of conservation of mass: m3 ═ M1+ M2;

according to the law of conservation of momentum, the method comprises the following steps: m3 · V3 ═ M1 · V1+ M2 · V2;

the aerodynamic loss after blending is then:

therefore, when the difference between the flow velocity V1 of the high-speed airflow generated by the core engine-driven fan and the flow velocity V2 of the low-speed airflow from the upstream engine fan bypass is large, the aerodynamic loss during mixing is large, and the working efficiency of the engine fan bypass ejector channel is low;

2) the high-speed airflow generated by the core engine driving fan and the low-speed airflow from the upstream engine fan bypass are mixed at a position with a smaller radius, the contact area is smaller, and the high-speed airflow and the low-speed airflow need to flow through a longer distance in the downstream engine fan bypass to be uniformly mixed, so that the downstream engine fan bypass needs to be designed to have a longer length, and the overall length and mass of the aero-engine are increased;

3) the flow field parameter difference between the high-speed airflow generated by the core engine driven fan and the low-speed airflow from the outer duct of the upstream engine fan is large, the direct mixing part is positioned at the outlet of the outer duct injection duct of the engine fan, the curvature of the flow path in the area changes violently, the mixing airflow is easy to fluctuate violently, and the aerodynamic stability is poor.

The present application has been made in view of the above-mentioned technical drawbacks.

It should be noted that the above background disclosure is only for the purpose of assisting understanding of the inventive concept and technical solutions of the present invention, and does not necessarily belong to the prior art of the present patent application, and the above background disclosure should not be used for evaluating the novelty and inventive step of the present application without explicit evidence to suggest that the above content is already disclosed at the filing date of the present application.

Disclosure of Invention

It is an object of the present application to provide an aircraft engine fan bypass ejector system that overcomes or mitigates at least one of the technical disadvantages of the known prior art.

The technical scheme of the application is as follows:

the utility model provides an aeroengine fan outer duct draws system of penetrating, includes:

an engine fan;

the inlet of the core machine driving fan is butted with the outlet of the engine fan;

the inlet of the high-pressure compressor is butted with the outlet of the core machine driving fan;

the inner and outer culvert shunt rings of the engine fan are arranged in the core engine driving fan, surround blades of the core engine driving fan and form an upstream engine fan outer culvert between the blades and an outer casing of the core engine driving fan;

the core machine drives the inner and outer culvert shunt rings of the fan, is arranged in the high-pressure compressor, surrounds blades of the high-pressure compressor, forms a downstream engine fan outer culvert between the blades and an outer casing of the high-pressure compressor, and forms an engine fan outer culvert injection channel between the blades and the inner and outer culvert shunt rings of the engine fan;

the inlet end of the first-stage engine fan bypass splitter ring is arranged in the upstream engine fan bypass, and the outlet end of the first-stage engine fan bypass splitter ring extends into the downstream engine fan bypass.

According to at least one embodiment of the application, the aircraft engine fan bypass ejection system further includes:

the inlet end of the secondary engine fan outer duct splitter ring is sleeved on the periphery of the primary engine fan outer duct splitter ring, and the outlet end of the secondary engine fan outer duct splitter ring extends into the downstream engine fan outer duct and exceeds the outlet end of the primary engine fan outer duct splitter ring.

According to at least one embodiment of the application, the aircraft engine fan bypass ejection system further includes:

the bypass ring of the injection passage of the fan of the primary engine is arranged in the injection passage of the fan of the primary engine;

the inlet end of the first-level downstream engine fan outer duct splitter ring is in butt joint with the outlet end of the first-level engine fan outer duct injection duct splitter ring, and the outlet end extends into the downstream engine fan outer duct.

According to at least one embodiment of the application, the aircraft engine fan bypass ejection system further includes:

the secondary engine fan outer culvert injection channel shunt ring is arranged in the engine fan outer culvert injection channel;

the secondary downstream engine fan outer duct splitter ring is positioned on the inner side of the primary downstream engine fan outer duct splitter ring, the inlet end of the secondary downstream engine fan outer duct splitter ring is in butt joint with the outlet end of the secondary engine fan outer duct injection duct splitter ring, and the outlet end extends into the downstream engine fan outer duct and exceeds the outlet end of the primary downstream engine fan outer duct splitter ring.

Drawings

FIG. 1 is a schematic diagram of an aircraft engine fan bypass ejector system provided by an embodiment of the present application;

wherein:

1-an engine fan; 2-core machine driving fan; 3-high pressure compressor; 4-inner and outer culvert shunt rings of the engine fan; 5-the core machine drives the fan and the inside and outside culvert shunt rings; 6-a first-stage engine fan outer duct splitter ring; 7-a secondary engine fan bypass shunt ring; the fan of the 8-stage engine is externally provided with an injection passage shunting ring; 9-a first-stage downstream engine fan bypass shunt ring; 10-secondary engine fan outer culvert injection runner splitter ring; 11-a second-stage downstream engine fan bypass splitter ring;

a-an upstream engine fan bypass;

b-a downstream engine fan bypass;

c-the engine fan contains the injection channel.

For the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; further, the drawings are for illustrative purposes, and terms describing positional relationships are limited to illustrative illustrations only and are not to be construed as limiting the patent.

Detailed Description

In order to make the technical solutions and advantages of the present application clearer, the technical solutions of the present application will be further clearly and completely described in the following detailed description with reference to the accompanying drawings, and it should be understood that the specific embodiments described herein are only some of the embodiments of the present application, and are only used for explaining the present application, but not limiting the present application. It should be noted that, for convenience of description, only the parts related to the present application are shown in the drawings, other related parts may refer to general designs, and the embodiments and technical features in the embodiments in the present application may be combined with each other to obtain a new embodiment without conflict.

In addition, unless otherwise defined, technical or scientific terms used in the description of the present application shall have the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", and the like used in the description of the present application, which indicate orientations, are used only to indicate relative directions or positional relationships, and do not imply that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and when the absolute position of the object to be described is changed, the relative positional relationships may be changed accordingly, and thus, should not be construed as limiting the present application. The use of "first," "second," "third," and the like in the description of the present application is for descriptive purposes only to distinguish between different components and is not to be construed as indicating or implying relative importance. The use of the terms "a," "an," or "the" and similar referents in the context of describing the application is not to be construed as an absolute limitation on the number, but rather as the presence of at least one. The word "comprising" or "comprises", and the like, when used in this description, is intended to specify the presence of stated elements or items, but not the exclusion of other elements or items.

Further, it is noted that, unless expressly stated or limited otherwise, the terms "mounted," "connected," and the like are used in the description of the invention in a generic sense, e.g., connected as either a fixed connection or a removable connection or integrally connected; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected through the inside of two elements, and those skilled in the art can understand their specific meaning in this application according to the specific situation.

The present application is described in further detail below with reference to fig. 1.

The utility model provides an aeroengine fan outer duct draws system of penetrating, includes:

an engine fan 1;

the core machine drives the fan 2, its inlet is butted with outlet port of the engine fan 1;

an inlet of the high-pressure compressor 3 is butted with an outlet of the core machine driving fan 2;

the inner and outer culvert flow distribution ring 4 of the engine fan is arranged in the core engine driving fan 2, surrounds blades of the core engine driving fan 2, and forms an upstream engine fan outer culvert A between the upstream engine fan outer culvert and an outer casing of the core engine driving fan 4;

the core machine drives the fan inside and outside culvert shunt ring 5, is arranged in the high-pressure compressor 3, surrounds blades of the high-pressure compressor 3, forms a downstream engine fan outside culvert B with an outer casing of the high-pressure compressor 3, and forms an engine fan outside culvert injection passage C with the engine fan inside and outside culvert shunt ring 4;

the inlet end of the first-stage engine fan bypass splitter ring 6 is arranged in the upstream engine fan bypass A, and the outlet end of the first-stage engine fan bypass splitter ring extends into the downstream engine fan bypass B.

For the aircraft engine fan bypass ejection system disclosed in the above embodiment, as will be understood by those skilled in the art, the inlet end of the primary engine fan bypass splitter ring 6 is located in the upstream engine fan bypass a, the outlet end extends into the downstream engine fan bypass B, the low-speed airflow from the upstream engine fan bypass B is divided into two parts by the primary engine fan bypass splitter ring 6, one part of the low-speed airflow flows to the downstream engine fan bypass B along the outside of the primary engine fan bypass splitter ring 6, the other part of the low-speed airflow flows along the inside of the primary engine fan bypass splitter ring 6, the high-speed airflow generated by the core engine fan driving fan 2 led out by the engine fan bypass ejection channel C can be ejected and mixed with the low-speed airflow to accelerate the downstream engine fan bypass B, when the part of mixed airflow flows out of the outlet end of the first-stage engine fan outer duct splitter ring 6, the part of mixed airflow can inject low-speed airflow flowing along the outer side of the first-stage engine fan outer duct splitter ring 6 and further mixes with the part of low-speed airflow.

For the aircraft engine fan outer duct injection system disclosed in the above embodiments, it can also be understood by those skilled in the art that, wherein the high-speed airflow generated by the core engine-driven fan 2 only directly injects and mixes part of low-speed airflow flowing along the inner side of the bypass splitter ring 6 of the outer duct of the fan of the primary engine, the mass is relatively small, can effectively reduce the pneumatic loss during mixing, improve the working efficiency of the external bypass injection passage C of the engine fan, and in addition, when the part of mixed air flow flows out of the outlet end of the first-stage engine fan outer duct splitter ring 6, the low-speed air flow flowing along the outer side of the first-stage engine fan outer duct splitter ring 6 can be injected and mixed, and the flow velocity difference between the two mixed air flows is reduced, the aerodynamic loss during mixing can be further reduced, the working efficiency of the outer duct injection passage C of the engine fan is improved, and the aerodynamic stability can be ensured.

For the aero-engine fan bypass ejection system disclosed in the above embodiment, as can be further understood by those skilled in the art, the low-speed airflow from the upstream engine fan bypass B and the high-speed airflow generated by the core engine driven fan 2 are mixed at the positions at which the mixing occurs at the outlet ends of the engine fan bypass ejection duct C and the primary engine fan bypass splitter ring 6, and are mixed at different radius heights, so that the contact area is large, and the mixing can be uniform in the downstream engine fan bypass B at a short distance, so that the length of the downstream engine fan bypass B can be reduced, and further the overall length and mass of the aero-engine can be reduced.

In some optional embodiments, the aircraft engine fan bypass ejector system further includes:

the inlet end of the secondary engine fan bypass splitter ring 7 is sleeved on the periphery of the primary engine fan bypass splitter ring 6, and the outlet end of the secondary engine fan bypass splitter ring extends into the downstream engine fan bypass B and exceeds the outlet end of the primary engine fan bypass splitter ring 6.

For the aircraft engine fan outer duct ejection system disclosed in the above embodiment, those skilled in the art can understand that it can further improve the working efficiency of the engine fan outer duct ejection duct C, can ensure pneumatic stability, reduce the length of the downstream engine fan outer duct B, and reduce the overall length and mass of the aircraft engine, and the specific principle can be referred to the above description, and no more detailed explanation is made here.

In some optional embodiments, the aircraft engine fan bypass ejector system further includes:

the bypass ring 8 of the injection passage of the primary engine fan is arranged in the injection passage C of the primary engine fan;

the inlet end of the first-level downstream engine fan outer duct splitter ring 9 is in butt joint with the outlet end of the first-level engine fan outer duct injection duct splitter ring 8, the outlet end of the first-level downstream engine fan outer duct splitter ring extends into the downstream engine fan outer duct B, and the outlet end of the first-level downstream engine fan outer duct splitter ring exceeds the outlet end of the first-level engine fan outer duct splitter ring 6.

For the aircraft engine fan outer duct ejection system disclosed in the above embodiment, as can be understood by those skilled in the art, the primary engine fan outer duct ejection duct splitter ring 8 is provided in the engine fan outer duct ejection duct C, and the inlet end of the primary downstream engine fan outer duct splitter ring 9 is butted with the outlet end of the primary engine fan outer duct ejection duct splitter ring 8, and the outlet end extends into the downstream engine fan outer duct B, so that the high-speed airflow generated by the core engine driving fan 2 can be divided into two parts, one part is led out through the engine fan outer duct ejection duct C, flows out from the outlet end of the primary downstream engine fan outer duct splitter ring 9 to the downstream engine fan outer duct B, and the other part is led out through the engine fan outer duct ejection duct C, so as to eject the low-speed airflow from the upstream engine fan outer duct B, And mixing, namely accelerating to flow to the downstream engine fan bypass B, and when the part of mixed airflow flows to the outlet end of the first-stage downstream engine fan bypass splitter ring 9, injecting the part of mixed airflow again by high-speed airflow flowing out of the outlet end of the first-stage downstream engine fan bypass splitter ring 9 to generate further mixing.

For the aircraft engine fan outer duct ejection system disclosed in the above embodiment, those skilled in the art can understand that it can further improve the working efficiency of the engine fan outer duct ejection duct C, can ensure pneumatic stability, reduce the length of the downstream engine fan outer duct B, and reduce the overall length and mass of the aircraft engine, and the specific principle can be referred to the above description, and no more detailed explanation is made here.

In some optional embodiments, the aircraft engine fan bypass ejector system further includes:

the secondary engine fan outer culvert injection channel shunt ring 10 is arranged in the engine fan outer culvert injection channel C;

the secondary downstream engine fan bypass splitter ring 11 is positioned on the inner side of the primary downstream engine fan bypass splitter ring 9, the inlet end of the secondary downstream engine fan bypass splitter ring is in butt joint with the outlet end of the secondary downstream engine fan bypass injection splitter ring 10, and the outlet end of the secondary downstream engine fan bypass splitter ring extends into the downstream engine fan bypass B and exceeds the outlet end of the primary downstream engine fan bypass splitter ring 9.

For the aircraft engine fan outer duct ejection system disclosed in the above embodiment, those skilled in the art can understand that it can further improve the working efficiency of the engine fan outer duct ejection duct C, can ensure pneumatic stability, reduce the length of the downstream engine fan outer duct B, and reduce the overall length and mass of the aircraft engine, and the specific principle can be referred to the above description, and no more detailed explanation is made here.

For the aircraft engine fan bypass ejection system disclosed in the above embodiment, those skilled in the art can understand that the low-speed airflow generated by the engine fan 1 and the high-speed airflow generated by the core engine fan 1 are designed to flow along a plurality of channels, and ejection and mixing are performed at multiple positions, so that the working efficiency of the engine fan bypass ejection channel C can be improved, the aerodynamic stability can be ensured, the length of the downstream engine fan bypass channel B can be reduced, the overall length and quality of the aircraft engine can be reduced, meanwhile, the design freedom is high, the curvature of each channel can be designed to ensure the aerodynamic stability, and in addition, in order to further improve the working efficiency of the engine fan bypass ejection channel C, the aerodynamic stability can be ensured, the length of the downstream engine fan bypass channel B can be reduced, and the overall length and quality of the aircraft engine can be reduced, the aerodynamic stability is ensured, and under the condition of permission, more stages of engine fan bypass splitter rings can be additionally arranged, and more stages of engine fan bypass ejector splitter rings and downstream engine fan bypass splitter rings can be additionally arranged.

The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

Having thus described the present application in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present application is not limited to those specific embodiments, and that equivalent modifications or substitutions of related technical features may be made by those skilled in the art without departing from the principle of the present application, and those modifications or substitutions will fall within the scope of the present application.