DE1048443B - Dual-circuit jet engine - Google Patents

Description

GERMAN

INTERNAT. KL. F 02 k

PATENT OFFICE

S54188Ia / 46g

REGISTRATION DATE: JULY 6, 1957

NOTICE
THE REGISTRATION
AND ISSUE OF THE
ADSLE LETTERING:

JANUARY 8, 1959

The invention relates to a two-circuit jet engine with two concentric gas flows and cross-section adjustable thrust nozzles as well as with devices which at least a partial flow of the divert the inner circle into the outer circle.

Bs is already known for two-circuit jet engines to provide pneumatically operated valve flaps to change the ratio between the jets of the inner and outer circle, which are arranged inside the engine and at a relatively great distance from the outlet end the thrust nozzle deflect part of the flow of the inner circle into the outer circle. Since the here The deflected partial flow has only a very small kinetic energy, which is allowed by the high temperature and high pressure, valve flaps only have relatively weak control effects, calibrates, however, a decisive influence on the dynamic pressure and the direction of the beam.

The present invention aims at a Two-circuit jet engine influencing and deflecting a partial flow of the inner circle into the To improve the outer circle in such a way that it can now be regulated much more precisely and it with the same means is also possible on the To act in the direction of the entire visual stroke. To solve this' problem is proposed according to the invention, the device for deflecting the Partial flow of the inner circle directly at the outlet of the inner circle and through the in the outer circle deflected partial flow on the Current of the outer circle has a control effect through one known per se from single-circuit jet engines aerodynamic constriction or deflection to be exercised "

The particular advantages that result from this control will be after the description of a special execution example at the end of the description explained in detail.

Another "feature of the present invention is directed to an engine used in per se known manner with devices for making provided a combustion in the outer circuit by injecting a fuel into the same is to proceed in such a way that the amount of fuel is regulated at the same time as the deflection of the internal flow " that the size of the aerodynamic constriction of the Combustion temperature in the outer circuit is adapted.

In the "two-circuit jet engine designed according to the invention can- the distraction- of the inner one Stromes also through known controllable Obstacles are created in the · inner Electricity can be brought into effect and with a Vör two-circuit jet engine

Applicant:

Sqciete Nationale d'Etude

et de Construction de Moteurs d'Aviation,

Paris

Representative: Dr.-Ing. H. Negendank, patent attorney,
Hamburg 36, Neuer Wall 41

Claimed priority: '.

ι France of July 11, 195g

Rene Paul Logerot, Paris,
and Hans.Georg Munzberg, Dammarie-les-Lys

(France),
are to be named as prfmder

directions for the lateral guidance of the in the outer Working together stream emptying beam.

To exercise an aerodynamic constriction on the internal flow, at least a blow slot known per se from single-circuit jet engines can be provided. The obstacles to Deflection of the inner current as well as the slot for Constriction of the same can be used to exert an asymmetrical effect on the currents Generation of control torques can be actuated separately be.

The invention is shown below with reference to the drawing explained using an example. The figure shows an axial section of a double-flow turbojet engine according to the invention.

In the embodiment shown, 1 is a low-pressure seal, the shaft 2 of which is ^{: driven} by a turbine wheel 3 'which is freely rotatable with respect to a second turbine wheel 4; The turbine wheel 4 is coupled to the high-pressure compressor 6 by means of a hollow shaft 5, which is located in the front part of the inner lining 7, which also contains the; Combustion chambers 8 for feeding the gas turbine 3-4 contains, is arranged. This cladding is extended to the rear and forms an exhaust duct 0 through which the gases exit after the expansion in the turbine 3-4, whereby they generate a drive jet

809 728/91

: this in the direction of the deflecting edge 22 and the blade grille 23 (deflects. In an intermediate position of the flaps 19-20, e.g. the position shown in the drawing, a part 24 of the main

5 'flow deflected laterally, while another, shown at 25 part of the flow flows out in the direction of the axis of the engine.

The deflected: ¹ part 24 of the main flow enters the secondary flow flowing through the annular channel 12

It is therefore possible by simultaneous regulation of the flaps 19-20 from their concentric position to their central position, a more or less large part of the main jet. deflect into the secondary beam, whereby the exit

a corresponding speed controller, not shown, driven by this, or the ratio between ^{1 of} the operating quantities of the secondary

witness. One with the. inner lining 7 connected by radial arms 11 , the outer lining 10 delimits an annular channel 12 through which the secondary flow or dilution flow of the engine flows, ι. ;; The pressure ratio of the secondary flow is chosen so that a combustion in this at a given altitude and a given speed for a certain load of the high pressure part 4-5-t6 under Aufr _; maintaining a sufficient

Equilibrium of the main variables, in particular io with a possible vertical speed component to the direction of flow of the secondary current or the speed of the low-pressure unit 1-2-3, is borrowed. . a. He therefore exercises a constriction on these

• iDie combustion in the middle of the secondary flow in effect, which reduces the cross-section of the flow through the ring channel 12 by means of a solid screen. "13 to stabilize the flame of the fuel 15
made, which by z. B. from the arms 11.
carried injectors 14 'is introduced.
- The dosage of the fuel of the injector 14
can be done in such a way that for a given load of the
High-pressure unit 4-5-6 are kept constant: 20 cross-section of this latter jet is reduced, either the speed of the low-pressure shaft 2 by means of this, it is possible to reduce the combustion in the

To regulate the secondary flow so that a general equilibrium of the machine, in particular the load on the high-pressure part 4-5-6., And the speed

flow and the main flow by means of a non-25 of the low-pressure part 1-2-3, as shown below aneroid capsule * ¹ ; ' which is explained on static nauer is maintained. _: ■ Pressure responsive devices 26 and 27, the. It is also possible; to combine the constriction of the two on the walls of the high pressure flow and of the flows by combining the control of the low pressure flow, just behind the zone of the valve 18, with that of the flaps 19-20 . Separation of the two flows are arranged, 30 This combination allows the adjustment of the extracted, or at the same time the speed of the. cross-section of the two flows to the most favorable shaft 2 and the ratio of the air volumes by working the machine, the main controller being the combination of the two above arrangements. automatic adjustment of the outlet cross-section of the The regulation of the inner main flow is carried out with the discharge nozzle 9 of the actual turbo-jet engine by means of a slot 15 -for the production of an aero- 35 at the same time the outlet cross-section of the secondary dynamic constriction, which is generated by a ... flow by actuating the flaps 19 -20 regulate collecting line 16 is fed, which can by means of .einer. .....-, ■ ·

Line 17 and one. Valve 18 with a developing The above engine now works as follows:

speaking fluid source, e.g. B. the high - It is initially assumed that the apparatus is on pressure compressor 6, is connected. Such an amount 40 of constant height in a stabilized operating order is in the aforementioned French .... condition at a given height with a given Patent, -. With the valve 18 flying at speed and with a certain load, controlled by a suitable controller. which is determined by the following parameters: the

, Of the. The discharge channel 9 of the main flow is also the speed of the high-pressure unit 4-5-6, the temperature with a device for deflecting the jet is provided in front of the turbines 3-4, which fully see soft, for example, according to the French drawn position of the Flaps 19-20. Patent documents 1010 405 from August 11, 1948 and These parameters in turn determine the speed

1 02Ö287 from June 16, 1950. of the low-pressure unit .1-2-3 and the combustion

In the example shown, the device temperature of the secondary flow as well as internal distortion of the beam deflection a fixed obstacle by 5 ° changeable, such as the opening of the valve 18, i. H; a two cylindrical sectors 19-20 , the around-one. certain value of the pneumatic constriction of the axis 21 main flow perpendicular to the axis of the engine. ■.

are pivotable and to the discharge channel 9 kon- To explain the work of the 'drive center, retracted position in the extension aggregate it is assumed that one wants to reduce the total thrust of the wall of this channel or a middle position 55. To do this, one can reduce the amount of fuel that can be consumed by the two sectors. substance supply to the. Injectors 14, whereby the interconnect or any intermediate previous equilibrium of the machine is destroyed, position between the above two positions. The speed of the low pressure unit 1-2-3 ver-This mechanical obstacle is one by looking to increase, which the intervention of the Geschwinkonvex extension at the end of the discharge channel 9 60 speed regulator has the consequence of the flaps 19-20 formed deflecting edge 22 and a behind this ■. assigned in a Söhaufelgitter 23 lying by the reduction in the amount of fuel deflecting edge. depending on the measure closes. Create the flaps. This deflection device works as follows: deflected beams 24, which have a constriction. If .the sectors or flaps 19-20 exert an effect on the secondary flow and the outside of their concentric, retracted 65 cross-section of the channel 12 , which is concentric with the channel 9, are again in position, the gases of the main flow adjust the amount of fuel. The reduction of the free in the ■ axial, direction. 'If, on the other hand, the amount of fuel in the secondary stream changes. Flaps are brought into their other limit position · also the speed of the high pressure part 4-5-6 and; the one in which they join each other becomes a the temperature in front of the turbines, creating the solid obstacle in the; Main stream brought the 7 ° regulator of the actual turbojet to the

Is brought to respond, the the aerodynamic constriction of the main nozzle 9 determining valve 18 controls.

The intervention of the two regulators establishes the equilibrium of the machine for a new position of the flaps 19-20 and the valve 18 and of course also for the new amount of fuel in the secondary flow.

It should be noted that the reduction in the total thrust is obtained in a way that is considerably more favorable in terms of specific consumption than by reducing the speed of the high-pressure unit 4-5-6, the temperature of the combustion chambers 8 and the combustion in the secondary flow would be possible if the outlet cross-section is maintained.

In the above example, the slot 15 extends over the entire circumference of the channel 9 and serves exclusively to constrict it, while the simultaneously controlled flaps 19-20 assume symmetrical positions, which also result in symmetrically deflected rays 24 , which have a pure constricting effect on the outer channel 12 exercise.

However, the invention also comprises a modified embodiment which, in addition to the above constriction effects, allows control effects to be obtained by asymmetrical action on the main flow and the secondary flow. For this purpose, the single slot 15 is replaced by several slots distributed over the circumference of the channel 9, each of which has its own feed valve. One can expediently provide four slots offset from one another by 90 ° according to the above French patent specification 1 020287. A separate control can also be provided for each flap 19-20 , so that their position can be regulated independently of one another, whereby unevenly deflected beams 24 are generated and at the same time the central beam 25 is shifted.

In this case, the main flow is constricted by the simultaneous control of all individual feed valves or by the control of a single collecting valve 18, the individual valves then being fully open. This control is operated by the controller of the actual turbojet engine. Furthermore, the constriction of the secondary jet takes place through the simultaneous symmetrical control of the flaps 19-20, while each control of an individual flap or each asymmetrical control of the two flaps causes a partial deflection of the main jet into the secondary flow, whereby an asymmetry or a shift from the central position is generated, which causes a control torque.

In other words, the main flow and the secondary flow are constricted by Simultaneous symmetrical control of the blow slots and the flaps by the corresponding regulators. the Directional control, on the other hand, takes place through separate regulation of the feed of the blow slots and the Succeed.

It is also possible to have a directional control by operating the feed valves of the blow slots and at the same time to provide the pressure cylinder or other control devices of the flaps, then their number is equal to that of the blow slits. You can also only control the pneumatic constriction by the controller, to adapt the outlet cross-section of the nozzle 9, while the directional control only operates the flaps and causes the beam or beams to be displaced from the central location.

With regard to this design modification, in which the pneumatic constriction of the main flow also to shift the beam from the central position to achieve a control effect it should be noted that when one goes to undertake a control maneuver, the valves to regulate the amount of compressed air to feed the blow slots

ίο would actuate, the main controller would simultaneously influence the main distribution valve and the amount of fuel in the combustion chambers 8 in order to correct the partial constriction caused by the stronger feeding of a single blow slot or two adjacent slots, to correct the speed of the high-pressure unit 4-5-6 and the temperature to maintain in front of the turbine 3-4, while the regulator of the combustion of the secondary flow would act on the amount of fuel feeding the injectors 14 , so that the general equilibrium would be maintained.

It is clear that various auxiliary devices can be added to the above devices, such. B. an upstream central body (or outer ring), which is axially adjustable in order to adapt the cross-section and the shape of the entrance of the machine to the flight conditions, in place of the fixed central body 28 determining a constant cross-section and a constant shape of the entrance Low-pressure compressor with inlet guide blades, movable blades and outlet guide blades, the blades of which are adjustable, instead of the movable blades 1 and the fixed outlet blades 29, furthermore one or more turbine guide blades with an adjustable blade position, discharge channels for the main flow and the secondary flow with mechanically or pneumatically variable cross-sections, Combustion or post-combustion devices for the main flow and the secondary flow with fixed or pneumatic flame stabilizers (in the latter case the fluid for feeding the stabilizers at any point of the high pressure st roman can be found).

The invention can of course be modified. In particular, the device for constricting the outer flow by completely or partially deflecting the inner flow, which was described above in its application to a double-flow turbojet engine, can also be used with particular advantage for combined engines in which a turbojet engine. is arranged within a fairing of a ramjet engine. In the latter case, the low-pressure compressor 1 is omitted, and the outer casing 10 forms the casing of the ramjet engine, the front mouth of which is formed by a diffuser for converting the speed of the driving wind into pressure.

Claims (5)

Patent claims: 1.Two-circuit jet engine with two concentric gas flows and cross-sectional changeable thrust nozzles ■ as well as with devices that at least one ■■ partial flow of the divert inner circle into the outer circle, characterized in that these devices are arranged at the exit of the inner circle and deflected by the into the outer circle Partial flow to the, ibt rom. Of the outer circle one Control effect through an in.sich tjekanpte: .aerodynamic Constriction or · exerting a distraction, '"" "'" ■ "" " 2. engine: according to claim 1 with Vomchtungen for starting a combustion in the outer circuit by injecting a fuel in the same, marked by the fact that the amount of fuel at the same time. egg distraction of the inner Jbtrptries is regulated in such a way that ip the size of the aerodynamic constriction, the combustion temperature im. outer circle, adjusted is."" 3. engine after; Claim 1 or 2, characterized in that the deflection of the inner "current" by means of known controllable obstacles (19; 20). generated, which can be brought into action in the internal stream, and with devices (23)., for lateral. Leading tion of the jet emptying into the external stream. 4. Engine according to claim 1 to 3, characterized by at least one known per se Blassöhlitz (13) for. Exercise an aerodynamic. Constriction on the inner stream. 5. Engine according to claim 3 and 4, characterized in that the obstacles (19, 20) to Distraction of the; inner stream as well as the slot QL5) to constrict it for exercise an asymmetrical effect on the flows to generate control torques separately to operate.: are. Considered publications:
French patent specification No. 1 03Q 483,
102Ö287, 1010 405; British Patent No. 704-69;
USA, patent jf t "No. ₁ '2 750 734 1 sheet of drawings © 809 728/91 12.