DE10116535A1 - Bypass jet engine for primary drive of aircraft has bypass acceleration fan turbines with connected working turbine - Google Patents

Abstract

The bypass jet engine has bypass acceleration fan turbines to accelerate the bypass flow and a working turbine (3) able to transmit torque to them.

Description

The invention relates to a bypass jet engine for aircraft according to the preamble of claim 1.

There are bypass jet engines in various designs became known in which the blower (fan) blade ring by means of a knockout axial shaft with the core or base engine, especially its never derdruckturbine is connected and driven by this.

In other proposed designs, a reduction gear between switched with the purpose of reducing the speed of the fan, to optimize and increase the bypass ratio.

The disadvantage of the known bypass fan engines is that The fact that there is an increasingly high level of demand current ratio through the shaft connection of low pressure turbine and Blower blade ring the advantage of the dual-circuit design with a high secondary current ratio due to the poor efficiency of the fan drive is again restricted.

The interposition of a speed reduction gear for the blower again has the disadvantage that - in addition to the increase in weight and Construction costs - the calculation of the life cycle costs of the engine mechanical wear and maintenance effort the advantage he achieved considerably diminishes. This disadvantage is all the more significant than one Jet engine without gear in the normal distance flight of the driven Aircraft in the essential components almost no mechanical shows wear.

Another disadvantage of the known engines is that heat Recycle into the engine cycle can only be achieved with considerable construction effort is cash. The same applies to constructive measures, which are the reduction of noise emissions.

The object of the invention is therefore to drive the - little tens single-stage - fan turbine design so that neither the additional weight and mechanical wear of a gear, Another reduced efficiency of the fan with a high secondary flow ratio of the engine has to be accepted and continues in an exhaust gas heat recovery and noise emission with simple means to enable without significant additional construction effort.

This object is achieved by the characterizing part of the Claim 1 solved.

In a further embodiment of the invention, the run between the base drive plant and the ring turbine as a hot gas duct, in the cold stream  of the engine, as an aerodynamically optimized hollow profile body shaped gas guide channels, in particular tangentially in one direction, radially or spirally outwards and the gas channel continues in each case Course in adaptation to the outer housing or an inner housing of the drive works in a flat, curved cavity and is in accordance with the shape of the Blade ring of the ring turbine, in increasing circular arc-shaped spread tion in the end area with respect to the cavity cross section in the radial direction the blade length of the ring turbine to be loaded is tapered fits.

The gas channels or gas guides are advantageous in half shells design and - especially in flat housing areas - with Subdivisions in the gas duct designed by round, oval or offset rounded single gas channels within the gas routing outer casing hen are. The gas channels can - as far as avoidance of heat loss is required - in certain areas with insulation be provided. The radial region of the gas channels can be advantageous Way - while reducing the usual housing constriction - to cold current acceleration used and arranged in the cold current range and be designed so that they - at least partially - take the place of a housing Sea constriction occur for the bypass acceleration.

For aerodynamic optimization of the gas channels inside, the Be richly curved gas ducts with narrow radius baffles - esp special in profile form - provided within the gas channels for swirls to avoid lungs.

The gas routing channels can continue to act as housing supports at the same time be formed and in particular by conventional Ge lying between them house carriers are supplemented.

To tension between the hot and cold parts of such a version to avoid the profile tips and profile ends of the gas guide box channels formed as a housing support and the profile middle part as a gas duct, while there is no fixed connection between the two functional parts mentioned stands. In this way, the hot gas ducts can expand freely NEN, while the housing is located a short distance from the hot part Carrier profile parts in a small - insulating - distance their function without heat fulfill the influence.

For a distributed admixture of the exhaust gases in the bypass, in spec shear design of the engine preferably straight, straight-radial or ge arch or spiraling outward, with openings to the side provided gas channels through which the admixture of the hot exhaust gases is made in the bypass.

Those leading the pressure or hot gas - aerodynamically in the bypass area optimized design - gas routing channels have on their outer surface - preferably in the direction of the bypass flow of the engine flowing around it - Corrugated longitudinal grooves or attached (welded) webs to a Stabilization of the core gases under the pressure of the partially released hot gases factory gas channels. They can also increase the pressure resistance can be designed as multi-chamber channels.

In a specific engine design is to be applied before the annular turbine blade ring (ring turbine) a second or too Additional combustion chamber (secondary combustion chamber) - preferably as a section  le combustion chamber - the outlet hot gases are the ring turbine crack open. There is thus a dosed afterburning of the Core engine generated compressed gases in order to determine as precisely as possible Torque of the loaded ring turbine in various operating modes to reach the engine. Alternatively, the position of the seconds intestine combustion chamber not directly in front of the ring turbine blade ring, but on be arranged at another point in the course of the gas guide channels, so that each assigned to one of the pressurized gas leading channels Secondary combustion chamber to fuel the gas stream for afterburning leads.

To increase the performance of the engine, an additional ver be provided denser, which either sucks in fresh air and the Hot gas flow of the core engine admixed, or the hot gas of the core engine recompressed. For this purpose, the core engine drives via a shaft sucking in fresh air and / or hot gas from the core engine - Compressor on, the discharge compressed gases by means of compressed gas guide channels the ring turbine connected to the blower - especially after Energy supply by means of an additional combustion chamber - apply. Alternatively, the core engine drives the compressor, which is the Secondary annular combustion chamber supplies fresh air after the Fuel combustion acts on the ring turbine.

When designing the engine with a driving secondary and a driven main wind turbine is the one with the driven main Blower turbine via a shaft with secondary connection Fan turbine at the blade ends equipped with the ring turbine and has - compared to the main fan turbine - preferably a small neren diameter to the torque generated and the achievable Adjust the speed optimally to the main blower. It can be hot gas-actuated ring turbine radially in the middle to peripheral area the fan turbine, so that an inner and an outer (or just an inner) side stream arises, their relationship to each other inner half of a certain area be designed differently can.

In order to increase the efficiency for the acceleration of the internal secondary flow altitude, the base engine is designed as a two- or three-shaft engine, where for the shaft connected to the low pressure stage, the secondary blower and the Hot / compressed gas of the engine, the ring turbine and thus the one with the ring turbine drives the main blower turbine connected in a torque-locking manner.

As an alternative to the embodiment described above, the driving is opposite the main fan turbine with a smaller ring turbine on an open, rotor connected to the main fan for a while (spokes rad), attached, the connection to the central shaft is therefore not from metered shot persuasive turbine blades, but from connecting body pern with spoke function, which produce essentially no thrust, each but are advantageously designed as aerodynamically optimized profile bodies, wel according to the type of idling turbine show in neutral position fields rotate or generate only a small additional thrust, and thus in Thrust reversing mode of the main fan turbine only a small counter thrust (Negative thrust).  

A special version is - to avoid a separate carrier rotor or a secondary fan turbine - the ring turbine in the blade ring of one Bypass fan turbine - especially the main fan turbine - integrated or arranged such that the blades of the fan turbine - in a radial Direction seen - located inside and outside the ring turbine.

The drive of the ring turbine can also be provided such that the gas flow direction for the application of the ring turbine against or with the direction of flow of the secondary flow or from outside to inside.

For a rotary movement of the blades around their longitudinal axis for thrust optics the ring-shaped base plate of the Ring turbine for its assembly in an advantageous manner to put on end tap on the blade ends of the fan in two parts, in particular radi aler division level through the center of the end pins.

Also a version with adjustable turbine blades of the ring turbine and / or adjustable stator vanes can be provided around the Turbine and blower efficiency in adaptation to the operating state to optimize each.

The invention enables two or more core engines to be provided are, which are the pressurized gas for the application of the ring turbine of the Deliver the brass. These can be coaxial or axially parallel to the wind door be arranged. So at least one core engine with little at least one fan turbine in an axially parallel position to each other - drive-driven Namely connected by gas channels - preferably in one ge common housing - be arranged to thereby reduce the Construction effort, a redundancy of the base engine and a reduction in the asymmetric forces acting on the driven aircraft in the event of failure to reach a base engine.

As already indicated, the base engine can - in deviation from the usual Chen termination and some of the designs described in the drawings gene - can also be designed as a two- or multi-shaft engine to achieve particularly high engine performance if necessary.

For this reason, the term "core engine", which is usually only for the high pressure part is used, not used in this description. To a) ver the gas ducts when using a front blower shorten, b) an exhaust gas admixture (heat recovery) in the secondary (cold) current, and c) achieving improved thrust reversal, becomes the basic drive plant arranged in countercurrent mode, d. H. the arrangement of the base drive kes takes place according to the invention with respect to the inner gas flow direction against the direction of flow of the fan bypass and thus in flight Direction of the powered aircraft, which is still close in the drawings re explanation. The base engine can also be a twin or Multi-shaft engine be formed.

For optimal thrust reversal of the engine by adjusting the fan The fresh air supply is arranged in counterflow mode Base engine temporarily relocated to the rear of the engine a hot gas recirculation during the reverse thrust phase - even to the point of silence state of the powered aircraft - largely to be avoided. It will be like this proceeded that one extends backwards in the direction of the secondary flow direction  mobile tail cone or sliding body at the rear end of the engine Fresh air supply to the base engine - especially without significant deflection kung - from back to front in direct feed to the compressor of the basic drive kes enables.

In almost all embodiments of the invention, the secondary flow main and secondary fan turbines are provided in two stages in opposite directions, to if necessary - e.g. B. for higher airspeeds - the secondary current flow rate or the bypass pressure ratio to increase. there the outer or inner rotating in the same direction in the axial direction Ren blower or secondary blower blade rings - especially over a wel lenverbindung - torque-locked connection.

On the other hand, a base engine can also be operated using compressed gas number of compressed gas guide channels as a drive on two axially parallel to each other positioned fan turbines act, which in an advantageous manner - for example around the width (depth) of the fan turbine - axially offset from one another are and partially overlap with respect to the fan circles, so that the fan turbines are in such an overlapping area can act as a pre-compressor for the base engine. In this way Despite the extremely high bypass ratio, the ground clearance from under the Wing of an aircraft located engine nacelles significantly verbes sert. This version can be expanded to one with two bases engines dynamically through gas ducts with two secondary blowers turbines are connected and in this way two main fan turbines, the together with the base engines in a preferably oval engine housing are united, drive.

The invention can also be used as an open front fan (unducted fan) or more open or design a closed rear blower (push blower / "pusher").

In the version as an open front blower, the sidestream acceleration takes place by means of a single or multi-stage, at least partially radially over the Engine housing protruding open fan turbine or by more blade propeller in front of the engine housing.

When designing the engine as a push blower (pusher), the Ring turbine together with the main blower or one with the main Blower coaxially connected secondary fan turbine in the rear part of the engine or behind the base engine.

The base engine is in countercurrent mode via throttle secondary blowers with ring turbine in the front drive work area, while the closed rear blower by means of a continuous Shaft is driven by the secondary blower. The same arrangement applies to one open rear blower or a multi-blade rear propeller.

In this way, a gear-free can be achieved with simple constructional means Turbine propeller engine with extremely high efficiency and high thrust realize performance.

As can be seen from the general description above, the inventor tion while maintaining the inventive concept in many different NEN interpretations are applied in practice, the respective Engine while maintaining the basic concept in the design as Front, rear (Aft) or middle blowers can be designed. Due to lack of space However, he can not all possible embodiments of the invention be reproduced creatively.

Some embodiments of the invention are (in the schematic longitudinal section, in cross section or in perspective) shown in the drawings and are described in more detail below.

Figs. 1 to 18 show the invention sidestream engine models with the following special features:

Fig. 1 is laid out in a particularly simple basic embodiment of the invention, with exhaust heat recovery into the outer secondary flow,

Fig. 2 with exhaust heat recovery in the inner side stream,

Fig. 2a with specific storage of the secondary turbine in the cutout,

Fig. 3 with the exhaust duct, through the hub of the fan turbine

Fig. 4 with pressure / hot gas guidance through the hub of the secondary fan turbine,

Fig. 5 with two counter-rotating fan turbine,

Fig. 6, with the additional compressor for the afterburning and the loading of the turbine ring

Fig. 7 with applying the ring in addition to the turbine flow direction,

Fig. 8 with exhaust gas admixture in the inner and outer side stream,

Figs. 9a to Fig. 9c with one to two basic engines and two axially parallel Wind turbines,

FIG. 10 dreiwelligem base engine in the DC mode,

FIG. 10a as shown in FIG. 10 with an alternative secondary fan arrangement,

Fig. 10b with separate secondary and main fan drive and base engine in counterflow mode

Fig. 10c as shown in Fig. 10b with alternative engine casing,

Fig. 10d with annular turbine as an additional drive for the shaft-driven Hauptblä ser,

FIG. 10e as shown in FIG. 10d with a base engine in the DC mode and ring turbine having servo function,

Fig. 11, with compressed gas conduit through the hub of the main blower turbine

Fig. 12 with the application of the ring turbine against the bypass direction.

Fig. 13 is an embodiment of the invention as an open fan engine,

Fig. 14 shows a specific embodiment with exhaust gas recirculation in the secondary stream,

FIGS. 15 and 16 an embodiment with two engines base in a housing Fig.

Fig. 17 an embodiment with specific flue gas and fresh air mixture,

Fig. 18 is a cross-sectional and longitudinal sectional view of the hot gas duct in the distribution area.

It also shows:

Fig. 19, the housing-surface curves of the hot gas distributor area,

Fig. 20 and Fig. 21 the course of the gas ducts in a perspective view;

FIGS. 22 to 22e the structure of the gas guide channels in a perspective view;

Fig. 23a to Fig. 23e different forms of the course of the gas guide channels in different numbers,

Approximately channels Fig. 23f section of a version with radially extending straight Gasfüh,

Fig. 24 the redirection of the fresh air supply to the base engine by rear cone displacement in the reverse thrust mode of an engine.

The following drawings are schematic representations of the inventions engine concept according to the invention - predominantly in longitudinal section, partly in perspective or in cross section - with components that are not always in the section plane, but for easier understanding of the representation should contribute.

The base engine can - in contrast to the drawings - in practice sometimes also in a different configuration with more or less numerous Compressor or turbine stages can be designed.

In the following descriptions of the drawings, the functions are the same on parts or engine components have the same reference numbers and who which is occasionally supplemented by letters.

Fig. 1 shows a bypass jet engine with a design according to the invention in a particularly simple design in terms of construction costs.

The drive of the fan turbine 2 for the acceleration of the outer and inner side stream 9 and 10 is carried out by the torque-locking connected with this working turbine 3 , which is ring-shaped with such an inner radius - in particular larger than the outer radius of the basic engine housing 4 k and its axially extended dimensions to the front and back - is formed from that at least a part of the secondary / cold flow, namely the inner secondary flow 10 , flows between the at least single-stage ring turbine 3 and the base engine casing 4 k.

The ring turbine 3 is driven by acting on it from the base engine 4, it generates over at least one - in the bypass aerodynamically profi tized - gas guide channel 5 brought up hot or compressed gas, while the transmission of the torque generated by the ring turbine 3 to the associated blower turbine 2 by at least rotating takes place around the main axis 14 with the shaft 16 connected impeller 7, which is either a) (as fan turbine secondary fan) or b) to be predominantly open impeller with especially profiled spokes preferably minor thrust Leis processing for the additional acceleration of the inner subsidiary stream 10 ausgebil det a is.

The base engine 4 arranged in countercurrent mode can be designed as a single-shaft core engine or as a two- or multi-shaft engine with a low-pressure compressor / turbine part and is designed in such a way that it generates pressurized / hot gas for the application of the five-stage ring turbine 3 , which it produces a and for example, four gas supply channels 5 is supplied through the distribution area. 5 The exhaust gases which are largely relaxed after the ring turbine 3 has been acted upon and passed through are deflected in the region 6 and added to the external bypass flow 9 in the direction indicated by the arrow 6 a. In this manner, the exhaust noise acting bung outwardly in the surrounding is changed by the engine casing 1 effectively vermin and increases the thrust of the engine by the heat recirculation in the outer side / cold flow, without additional constructional - and weight - would be required. The ring turbine 3 is fastened on the secondary blower turbine 7 and drives the main blower turbine 2 gearlessly by means of the axle connection 16 with high, optimized torque.

The strength of the torque and the speed are specifically determined by the distance of the ring turbine 3 to the central axis line 14 and by the shape of the short ring turbine blades.

Both the main fan turbine 2 and (optionally) the secondary fan 7 are designed for mechanically coupled adjustment of the turbine blade angle of attack about the longitudinal axes for thrust control and for producing a thrust reverser. The slope (the angle of attack) of the blade ring of the secondary wind turbine 7 is designed in this embodiment such that the reduced and optimized for the main blower 2 speed is compensated again and in the outer and inner sidestream 9 and 10 there are approximately isobaric pressure ratios.

The between the short turbine blades of the ring turbine 3 wesentli Chen stator vanes are attached to the aerodynamically optimally shaped housing part 13 of the ring turbine 3 .

In this embodiment, the part of the gas routing channels 5 , which runs through the inner secondary flow 10 , is connected to the housing support 15 in the outer secondary flow region 9 and is combined to form an overall housing support in order to save weight and reduce resistance.

The fresh air is sucked in through the intake opening 11 from the base engine and fed by means of the deflection region 12 to the compressor of the base engine 4 working with respect to the engine bypass flow in counterflow mode (opposite to the bypass direction). In this way, the heat recirculation by admixing exhaust gas into the bypass in the front engine area directly behind the main blower 2 is possible.

For a specific engine design, the hot gas flow for loading the ring turbine 3 at the end of the gas guide channels 5 through a section of one of the four gas guide channels 5 assigned to the secondary combustion chamber 8 can additionally be supplied with fuel energy, with - accordingly the gas temperature prevailing at this point - preferably self-igniting Combustion chambers are provided. With four gas guide channels, each of the four circular segments is assigned to a secondary combustion chamber.

In this way, it is possible that the base engine 4 constantly works in approximately the same operating state for the purpose of reducing wear, and the thrust control or delivery of the maximum thrust output by the fuel supply to the four sectional secondary combustion chambers 8 takes place.

The gas flow channels 5 optimized in the bypass direction aerodynamically as a profile body in the form run according to the following specific description either tangentially starting from the inner housing straight or curved out of the distributor area 5 a with deflection directly in front of the ring turbine 3 or also radially straight or curved running outwards.

In Fig. 2, the exhaust gases are mixed in the course of heat recovery in the exhaust gas deflecting 6 according to the direction of arrow 6 a the inner bypass 10 , while fresh air for the base engine 4 is introduced through the fresh air intake duct 11 a. Gas guide duct 5 and fresh air duct 11 a form an aerodynamically optimized profile unit according to sectional view AB and at the same time serve as a carrier of the engine housing 1 .

The fresh air supply can optionally be accelerated by an extended compressor blade 19 of the base engine 4 , the usual seals being used.

As in FIG. 1, the base engine 4 is also arranged in counterflow mode and is preferably designed as a single-shaft engine, which supplies the compressed gases for the ring turbine at the blade ends of the secondary fan 7 . Afterburning can optionally be carried out in the sectional secondary combustion chamber 8 . The main blower turbine 2 accelerates the outer and inner sidestream 9 or 10 together, the inner bypass additionally being accelerated by the secondary blower 7 , whereby approximately isobaric pressure conditions within the bypass are created by a larger position of the secondary turbine blades without the turbine blades twisting of the main blower 2 can be.

In Fig. 2a, the drive and the bearing of the turbine blade ring of the secondary turbine 2 is shown in longitudinal section and in sections in plan view of the door blade ends alternatively to Fig. 2. The predominantly open Läu ferrad 17 , to which the ring turbine 3 is attached, is torque-connected to the blade ring 2 . Impeller 17 and blade ring 2 thus rotate together around the main axis line 14 of the engine.

The impeller 17 has only a few spoke-like blades 17 , which produce only a small thrust with respect to the internal bypass. In this way, the simplified in construction around the longitudinal axis 2 a variable vane ring 2, relieves and stabilizes and in the thrust reversing position 17 generate the non-adjustable but aerodynamically optimized profile in the spokes only a small counter-thrust. Such an interpretation of the ring turbine bearing can be carried out in various alternative designs. For example, two open runners with profiled spokes can be provided at the ends of the ring turbines, which establish the connection to the central bearing of the ring turbine.

In Fig. 3, the main fan turbine 2 is designed to further save weight and simplify the construction work freely without shaft connection. The fan blades each have a recess 2 b, into which the ring turbine 3 protrudes in order to make it possible to adjust the angle of attack, inter alia, for thrust reversal.

Via an open spoke rotor wheel 3 b with profiled spokes - for example according to the description in FIG. 2 - the ring turbine 3 is connected to the fan ring rim ring 2 in a torque-locking manner. The pressurized gases for the supply of the ring turbine 3 are guided through the hub of the fan turbine 2 and through short gas routing channels - optionally after additional fuel injection in a secondary combustion chamber 8 - brought to the ring turbine 3 for supplying the same.

FIG. 4 shows an alternative engine design, in which the hot gas flow is guided through the hub of the secondary turbine 7 , so that the ring turbine 3 can be acted upon in the bypass direction.

In Fig. 5, the opposing blower main turbines 2 c and 2 d are each coaxially connected to the also opposing secondary turbine rotors 7 c and 7 d and thus the ring turbines 3 a and 3 b.

Otherwise, the engine structure corresponds to that of FIG. 4. Alternatively, the ring turbines 3 a and 3 b can be acted on in the opposite direction to the side flow, as in FIG. 1, so that the gas guide channels are arranged as in FIG. 1.

In FIG. 6, the base or core engine 4 drives via a shaft an auxiliary compressor 18, the compressed fresh air is supplied under mixing with the white base gas of the engine 4, the secondary combustion chamber 8. In this way, there is a high increase in performance when the ring turbine 3 is acted upon and thus the blower drive.

In Fig. 7, the hot gas brought up through the gas guide channel 5 for the application of the ring turbine 3 as a flat annular gas guide channel 5 c is guided around the outside of the ring turbine 3 , so that - optionally after fuel supply in the secondary combustion chamber 8 - the application of the ring turbine 3 , which the secondary fan turbine 7 drives in the direction of the secondary flow, it follows.

As already mentioned, the application of the ring turbine 3 by the hot gas can also be carried out directly - without afterburning fuel in a secondary combustion chamber. In this version, too, the heat is recirculated by adding exhaust gas to the internal bypass flow in order to achieve an improved overall efficiency of the engine.

In Fig. 8, the base engine 4 is in the direct current mode with respect to the bypass flow and the exhaust gases brought in through the gas duct 5 are mixed in the exhaust gas deflection region 6 in front of the ring turbine 3 in both directions radially inward and outward to the bypass flow.

The storage of the fan turbines is sealed in this embodiment, depending in the area 4 a between the compressor and turbine parts of the twin-shaft base engine 4 .

FIGS. 9a and b show an engine design in double embodiment with respect to the fan turbine 2 d / 2 f and 7 d / f 7, in order to reduce the fan diameter for large bypass ratios and nacelles the ground clearance of the engine to increase. Through the gas guide channels 5 f, the hot gases of the base engine 4 c, which is arranged in counterflow mode, the ring turbines 3 d and 3 e at the blade ends of the secondary fan turbines 7 d and 7 f, which are fed with the main fans 2 d / 2 f are axially connected.

In Fig. 9c, both the fan turbines 2 d, 2 f and 7 d, f and the base engines 4 d and 4 f within an engine housing 1 d, which is located under the wing 19 of an aircraft, are executed twice. The basic engines ke 4 d and 4 f supply the pressurized / hot gas for the application of the ring turbines 3 d and 3 e. Each base engine can simultaneously drive the secondary turbines 3 d and 3 e by appropriate design of the gas routing channels in order to prevent the high air resistance of a non-driven blower in the so-called. Avoid "windmilling" condition. The basic engines 4 d / 4 f are so far apart in this version that, in the event of an engine fire, spilling over onto the second engine is avoided by means of a double fire bulkhead. The arrangement of the base engines corresponds analogously to Fig. 9a.

Fig. 10: In this embodiment, the partially relaxed exhaust gas from the base engine positioned in the direct current mode to the secondary flow acts on the ring door bine 3 and transmits the torque thus induced via a predominantly open rotor or spoke wheel 7 a, as well as via the central shaft 4 passing through the base engine 16 on the main fan turbine 2 , while the shaft 17 connected to the low-pressure part of the preferably at least two-shaft base engine 4 drives the secondary fan 7 mechanically for the acceleration of the internal bypass flow.

The base engine is thus designed for a double output: a) for driving the secondary blower 7 by means of the shaft 17 and b) as a pressurized gas supplier for driving the ring turbine with high torque and thus the main blower through the only partially released exhaust gases.

The twin-shaft base engine 4 is in DC mode. To drive the main blower 2 , the partially expanded compressed gases generated by the base engine 4 in the distributor area 5 a are transferred from an annular gas duct at the end of the base engine 4 to three to six individual, aerodynamically optimized, short single gas duct channels 5 (see FIGS. 18, 19 , 23a to 23f), after which - with appropriate temperature relief - the ring turbine 3 is acted upon. The here, for example five-stage of the Ringturbi ne 3 generated torque is (sheet-form blade and pitch, number of steps, and distance to the engine main axis 14 together with the optimized speed) by the parameters of the annular turbine precisely matched to the power requirements of the main blower turbine. 2 The thermal load on the ring turbine 3 corresponds approximately to that of a low-pressure turbine of a three-shaft engine.

The carrier rotor (open rotor) 7 a of the ring turbine can be designed by a reduced number of blades, pitch, reduced blade width, etc. for only a small additional acceleration power for the inner bypass flow 10 , so that this results in only a low power requirement.

In this embodiment of the invention, by tuning the acceleration performance of the main and secondary blowers, approximately isobaric pressure ratios in the inner and outer sidestream 9 and 10 can be created. In the thrust reversing mode of the main blower 2 , the secondary blower can be adjusted to conform, while the rotor 7 a generates only a small (tolerable) negative thrust. Shafts 16 and 17 rotate in the opposite direction. Since the exhaust gases from the ring turbine are mixed with the internal bypass flow 10 before the final expansion at the engine end, not only is there an increase in the overall efficiency, but also a reduction in the exhaust gas noise emission.

Fig. 10a: This embodiment corresponds essentially to Fig. 10, but with the difference that the secondary fan turbine 7 is arranged in the middle of the engine, among other things, to reduce the construction costs and noise emission.

Also Fig. 10b basically corresponds to the embodiment according to Fig. 10. However, the basic engine 4 is positioned in countercurrent mode (with respect to the secondary flow of the engine) and is designed as a three-shaft engine wherein the Never is connected The pressure compressor / turbine unit to the central shaft 17 , which drives the secondary blower 7 with the usual, proven in practice by-flow ratio with optimal efficiency.

The ring turbine 3 is torque-locked via the open impeller 7 a and the shaft connection 16 with the main blower 2 . The high torque of the ring turbine 3 acted upon by the partially relaxed exhaust gas is available with optimum speed adjustment solely for driving the main blower 2 via the shaft connection 16 .

In the exhaust gas deflection area 6 , the relaxed hot gases are mixed beige after leaving the ring turbine 3 according to the direction of arrow 6 a in the external bypass flow 9 in order to achieve an effective reduction in exhaust gas noise and increase the overall efficiency.

In the reverse thrust mode, the main blower 2 and secondary blower 7 are adjusted together at the angle of attack, while the fresh air supply to the base engine 4 according to FIG. 24 is fed directly to the compressor part of the base engine at the rear cone.

In this way, the engine can drive the flight even at a standstill work in reverse thrust mode without hot gas recirculation entry. Incidentally, the operation of the engine corresponds to the previous one descriptions.

Fig. 10c corresponds in construction and mode of operation of the Fig. 10b. Only the design of the engine housing and the housing supports 15 and 15 a are designed alternatively in order to reduce the construction effort and the engine weight.

In FIGS. 10d and 10e are main blower 2, the secondary fan 7 and the low-pressure compressor / turbine part of the base engine 4 to the same shaft 16 connected ver.

The main blower 2 is thus driven directly by the low-pressure turbine of the three-shaft base engine 4 via the shaft connection 16 .

According to the invention, this engine design can also be a very high secondary have current ratio in the range of 20: 1.

However, to provide the extremely high torque required for the main blower 2 at an optimized speed, the shaft drive of the low-pressure turbine alone would not be sufficient. Therefore, the ring turbine 3 is designed in this embodiment as an additional drive of the shaft 16 connected to the low-pressure turbine of the base engine 4 with high torque output. Afterburning can optionally be provided in the secondary combustion chamber 8 .

Since the high torque and the required thrust power in the cruising flight of the driven aircraft makes up only a fraction of the starting power, but a high speed of the blower is desired, the afterburning in the secondary combustion chamber 8 for the application of the ring turbine 3 can be reduced to new thrust.

In Fig. 10d so that exhaust gas admixture and heat recovery is the basic engine 4 in counter-current mode, in the bypass in Umlenkbe rich 6 in the front third of the engine casing according to the direction of arrow 6a without significant design effort is possible. The exhaust noise reduction is correspondingly high.

The gas routing channels 5 can at the same time be designed as housing supports and in particular can be supplemented by conventional housing supports located between them.

In order to avoid tensions between the hot and cold parts of such an embodiment, the profile tips and profile ends of the gas guide channels 5 are formed as housing supports 15 and the profile middle part as a gas guide channel, while there is no fixed connection between the two functional parts mentioned. In this way, the hot gas routing channels 5 can expand freely, while the housing support profile parts 15 arranged at a short distance from the hot part fulfill their function at a small - insulating - distance without influencing heat.

In Fig. 10e, the base engine 4 is in the DC mode. The drive of the main fan 2 corresponds to the embodiment of Fig. 10d.

Figure 11. In this embodiment, the ring turbine 3 is in the region of the outer casing 1. The hot gases of the base engine 4 working in countercurrent mode are sealed by means of the gas guide channels 5 d through the Na be the main fan turbine 2 and then passed through the distributor area 5 a in the radial or curved gas guide channel 5 of the ring turbine 3 .

A secondary combustion chamber 8 is optionally connected upstream of the ring turbine.

The fresh air intake takes place through the intake duct 11 and the deflecting area 6 . The blower 2 is arranged to rotate freely and is not torque-locked connected to the base drive 4 . The construction effort of the engine is extremely low. The turbine blades of the four-stage ring turbine 3 and the stator vanes of the same are designed for very high blade tip speeds in this embodiment.

Fig. 12: In this engine design, two fan turbines are provided, the main fan 2 and the secondary fan 7 rotating in the same direction, which are torque-locked coupled by the shaft connection 16 and between which the stator vane ring 18 is located. The one or two-shaft version and arranged in countercurrent base engine 4 supplies the pressurized gas which, after passing through the distributor area 5 a and the gas guide duct 5, acts on the ring turbine 3 directly or after supplying fuel in a secondary combustion chamber (not shown here). After application of the four-stage ring turbine 3 here , the relaxed exhaust gas in the exhaust gas deflecting rich 6 is mixed into the bypass flow, whereby an extremely effective Ge noise reduction and heat recovery in the bypass / cold flow is given without further construction work.

The gas guide channels 5 are simultaneously formed as - at least double-walled - housing support 15 and are preferably supplemented by lying between conventional housing supports, the outer wall being cooled by the secondary flow for the support function as a housing support.

The blades of the two fan turbines 2 and 7 can optionally be adjusted simultaneously about the longitudinal axis to allow metered thrust control and reverse thrust.

In Fig. 13, the engine is designed as an open fan (unducted fan) or as a gearless propeller turbine.

The main blower turbine 2 g, which can also be designed as a multi-blade propeller, is torque-locked coupled to the secondary blower turbine 7 as a freely rotating unit via the shaft connection 16 . The hot / pressurized gas supplied by the base engine 4 arranged in the counter-current mode acts on the three-stage ring turbine 3 , which drives the main and secondary blower doors. The relaxed exhaust gas is deflected in the deflection area 6 and mixed into the side stream. The stator vanes 18 can be designed as profi trained gas channels, which ge straight or curved from the outside to the inside or provided with openings, the exhaust gas distributed over the bypass admix this to achieve an optimized heat recovery in the inner bypass 10 .

The interaction of the open bypass flow 9 with the inner, twice accelerated bypass flow 10 creates a high overall efficiency, with extremely low noise emission and heat recirculation in the inner cold flow 10 of the engine.

Fig. 14: In this engine design, the base engine 4 is designed for maximum shaft power and the exhaust gases are mixed into the bypass by means of the gas duct 19 .

The application of the ring turbine 3 takes place in this engine design by compressed air brought in via the gas duct 5 of the base drive unit 4 driven by a shaft connection additional compressor 20 , which is supplied to the secondary combustion chamber 8 , heated by fuel injection, which acts on the three-stage ring turbine 3 here.

In Fig. 15 and Fig. 16, two base engines 4 are arranged in a common engine housing 1 , which drive the main fan turbine 2 , in order in this way to achieve redundancy with respect to the base engines.

Also in this engine design, the hot gases of the base engine 4 are fed via gas routing channels 5 to the ring turbine 3 , which is arranged at the ends of the blade ring of the secondary turbine 7 , which drives the main blower 2 via the shaft connection 16 b.

The fresh air for the base engine 4 is supplied via the intake ducts 11 through the housing 1 by deflection from the outside.

In Fig. 17 is an alternative embodiment to Fig. 14, in which the exhaust gases of the base engine 4 and the compressor fresh air of the additional compressor 20 - at iso ble pressure conditions - mixed in the gas routing channel 5 are fed to the ring turbine 3 after a fuel combustion in the secondary combustion chamber 8th has taken place. Here, too, the fan turbine 2 is driven by the secondary turbine 7 via a shaft connection.

Fig. 18 For the acceleration or post-compression of the exhaust gases of the base engine 4 is in the distributor area 5 a to the gas routing channels 5 an optional driven by the base engine via a shaft connection - vorzugwei se designed as a radial compressor - additional compressor 20 a, which the compressed / hot gases the base engine 4 accelerates and recompresses and presses tangentially into the gas guide channels 5 and which then - for loading a ring turbine - pass into a curved flat body 5 c and each taper towards the end of the circular sector in the axial direction.

The drawing shows a longitudinal and cross-sectional view of the manifold preparation ches 5 a of the gas supply channels 5 as factory versions in most engines described applies.

Alternatively, the compressed / hot gases generated by the base engine 4 without recompression in the distributor area 5 b are passed from a circular into a four-fold division here corresponding to the four tangentially outward gas guide channels 5 .

FIG. 19 shows the housing surface curves of the distributor area 5 a of FIG. 18 and of some of the preceding image descriptions, namely the surface transition from the circular gas outlet 5 f from the base engine up to the fourfold division of the gas guide channels 5 that initially run radially outwards.

In FIG. 20 and FIG. 21, four radially curved gas guide channels are shown again in perspective. The areas 5 g of the curved gas guide channels 5 covering a quarter of the circle pass into a pipe system 5 h which is used for applications in which an axial distance in the gas guide to the ring turbine 3 has to be bridged. In Fig. 21 the tapered distributor cone is covered with a housing.

In Figs. 22 through Fig. 22e are different versions of the Gasführungska ducts in perspective and in section. In the drawings Fig. 22 a Zweikam mer gas duct in which the outer wall webs 26 in the direction of Nebenstro mes are welded to increase the compressive strength.

Fig. 22a shows a multi-chamber gas duct, which consists of two half-shells 27 and 27 a, which are welded onto a flat middle plate 28 in order to increase the stability with thin-walled material.

Fig. 22b shows a combination of Fig. 22 and Fig. 22a, in which are provided both before and behind the profile longitudinal ribs 28 a in the center line and outer wall webs 26.

In Fig. 22c, the outer wall of the gas routing channel consists of two layers, the inner of which is smooth and the outer of which is designed to achieve the necessary compressive strength. At the same time, the front and rear webs are seen on the profile.

Fig. 22d shows the combination of corrugated outer wall layer, multi-chamber design and front and rear webs. In addition, as shown in the longitudinal section b in the drawing, the outer wall can be of three layers, the layers being fastened to one another by spot welding or blind riveting.

In Fig. 22e three variants for multi-chamber designs are shown in cross section.

In Figs. 23a to 23f are - with the same reference numerals - various comments submitted the profiles of gas guide channels 5 are shown, which the last turbine stage 4 b rich 5a connect with the annular turbine 3 via the adjoining the base engine Verteilerbe. The gas routing channels in the secondary flow region 10b can be designed in a number and in the course of the straight or curved as shown. In addition, there is the alternative that in the distributor area 5 a after the last turbine stage of the base engine - as described in FIG. 18 - an additional compressor driven by the base engine is provided, which presses the compressed air into the outgoing gas routing channels 5 .

In Fig. 23f, another embodiment of the gas guide channels 5 is shown in perspective, in which the shape thereof, starting from the distributor housing 5 a, extends radially straight outward and the gas guide cavities in the area of the outer housing open into a flat hollow body 5 c, which the pressure gases are applied to the ring turbine 3 leads .

In all versions - as already described - a secondary combustion chamber can optionally be connected upstream of the ring door bine 3 in order to achieve an increase in the thrust performance of the engine by post-combustion.

Fig. 23g shows the junction of the radial gas passages in the housing portion, respectively in front of the annular turbine or the secondary combustion chamber with zweiseitiger- and one-sided flow direction. The baffles provided prevent turbulence in the flow.

In Fig. 24, the rear part is arranged a counter-current mode the base engine in normal driving according to A and (not shown) Wind turbine (s) in the reverse thrust mode illustrated. 8

In the reverse thrust mode, the rear cone 30 is in the extended state, so that the fresh air intake according to B flows directly into the engine from behind. In this way, the engine can work in the thrust reversing mode even when the aircraft is at a standstill without hot gas recirculation taking place.

The advantages of the invention

By using the gas routing channels to act on a ring door bine, which in turn drives the main wind, becomes an extremely high secondary power ratio and a variety of arrangements of the individual engine components achieved. For the first time, they can also be arranged axially parallel to each other nete base engines and fan turbines connected to each other in terms of drive dynamics and become a redundant drive system in one drive Create factory housing for jet aircraft. System-related - and only through the extent of the fan diameter is limited - the bypass ratio be realized in a size that was previously not possible in practice. Furthermore, the arrangement and design of the base engine in the Ge current mode - which so far has only been used for shaft drives for turboprop Aircraft - or helicopter rotor drives were feasible - and he Engine design according to the invention with exhaust gas admixture in the side current in the front engine area for the first time an effective reduction of Noise emission together with an improvement in the overall efficiency due to heat recirculation in the cold / secondary flow through exhaust gas directly behind the front fan of the engine without any significant additional construction costs.

Since the airlines already choose the engine after the Environmental compatibility regarding the noise development of the aircraft Selecting takeoff and landing is the only advantage of engine design of paramount importance.

In the versions with base engine in countercurrent mode is low Expense a thrust reversal of the fan stages possible, which when the Aircraft does not cause hot gas recirculation and thus the duration of action the thrust reverser during the landing process of the aircraft is extended.

The achievable advantages in terms of reduced construction costs and Sen fuel consumption result from the high torques of the Working turbines (ring turbines) for driving the main fan turbine, at wel They only have a short turbine blades with a simple shape, are torsion-free Find use.

An outstanding advantage of the invention is the extremely high level of development potential, which while maintaining the inventive concept a lot number of engine designs possible.

Claims (32)

1. Bypass jet engine for the pre-propulsion of aircraft testify with a basic engine designed as a single or multi-shaft engine for driving at least one single-stage or multi-stage bypass blower turbine, characterized in that the drive of the blower turbine (s) ( 2 ) ( 2 c) ( 2 d) ( 7 ) ( 7 d) ( 7 c) for the acceleration of the secondary flow ( 9 ) ( 10 ) or parts thereof by at least one torque-locked working turbine ( 3 ), which is ring-shaped with such a be measured inner radius - in particular larger than the outer radius of the base engine ( 4 ) - is designed such that at least a part ( 10 ) of the secondary / cold flow between the at least single-stage ring turbine ( 3 ) and the base engine housing ( 4 k) and its extension in the axial Direction flows through, while the drive of the ring turbine ( 3 ) by acting on it by means of the base engine ( 4 ) and / or the compressor driven by it witnessed, via at least one - in the bypass aerodynamically profiled - gas guide channel ( 5 ) led hot or compressed gas, while the transmission of the torque generated by the ring turbine ( 3 ) to the associated blower turbine by at least one rotating around the main axis ( 14 ) a shaft ( 16 ) connected impeller ( 7 ) ( 7 a) ( 7 c) ( 7 d), which in particular a) as a fan turbine (secondary blower) or b) as a predominantly open impeller with profiled spokes in particular with preferably low thrust for the additional acceleration, in particular of the inner secondary flow ( 10 ), is formed. 2. Engine according to claim 1, characterized in that at least one at least partially in the inner secondary / cold flow area ( 10 ) of the engine, as an aerodynamically optimized profile hollow body (cross section AB) formed gas guide channel ( 5 ) for the hot gas flow between the base engine ( 4 ) and to be acted upon ring turbine ( 3 ) is provided, which is formed in particular from the central housing ( 5 a) from tangentially radiating, spiral-shaped, curved or radially straight to the outside and in the end region ( 5 c) - with widening in particular on one or both sides - In one, the shape of the ring turbine ( 3 ), the ring combustion chamber ( 8 ) or the engine outer or inner housing ( 1 ) ( 13 ) adapted, in particular curved, flat, circular-arc-shaped - in particular divided into chambers - for hot gas application to the ring turbine ( 3 ) open hollow body ( 5 c) goes over. 3. Engine according to claims 1 and 2, characterized in that the outer radius of the ring turbine ( 3 ) and its housing parts ( 13 ) is dimensioned such that a part ( 9 ) of the secondary flow between the ring turbine ( 3 ) and the inner wall ( 1 k) of the engine outer casing ( 1 ) flows through as an external bypass flow, so that the ring turbine ( 3 ) is located in the middle of the bypass flow and is flowed around inside and outside of it, while the ring door ( 3 ) at least partially enclosing or with it connected housing part ( 13 ) - in a specific embodiment of the invention - as a more or less elongated and continuous in the axial direction, aerodynamically optimized with respect to the gas flow of the secondary / cold flow, the gas flow of the secondary / cold flow aerodynamically optimized molded intermediate housing ( 13 ) Engine is formed. 4. Engine according to claims 1 to 3, characterized in that the partially relaxed exhaust gas of the base engine ( 4 ) positioned in the direct current mode to the secondary flow ( 4 ) acts on the ring turbine ( 3 ) and the torque thus induced via a predominantly open rotor or spoke wheel ( 7 a), and via the central shaft ( 16 ) connected to the rotor wheel ( 7 a) and passing through the central engine ( 4 ) to the main fan turbine ( 2 ), while the other is connected to the low-pressure part of the preferably at least two wavy base engine ( 4 ) Shaft ( 17 ) mechanically drives the secondary blower ( 7 ) for the acceleration of the internal secondary flow ( Fig. 10). 5. Engine according to claims 1 to 4, characterized in that the ring turbine ( 3 ) is preceded by an additional combustion chamber (secondary combustion chamber) ( 8 ) for fuel combustion or fuel afterburning. 6. Engine according to claims 1 to 5, characterized in that the gas flow direction for the application of the ring turbine ( 3 ) through the course or the shape of the end region of the associated gas duct ( 5 ) against or with the flow direction of the secondary flow or in radial Direction from outside to inside or from inside to outside. 7. Engine according to claims 1 to 6, characterized in that the ring turbine ( 3 ) is arranged positively at the outer end of the blade ring of a secondary fan turbine ( 7 ) ( 7 c) ( 7 d) ( 7 f). 8. Engine according to claims 1 to 7, characterized in that the ring turbine ( 3 ) is positively integrated in the blade ring of a bypass turbine or is arranged such that the blades of the turbine - seen in the radial direction - inside and outside of Ring turbine are located. 9. Engine according to claims 1 to 8, characterized in that the ring turbine ( 3 ) is carried out in two or more stages with the interposition of stator guide vanes between the turbine blades. 10. Engine according to claims 1 to 9, characterized in that the ring turbine ( 3 ) on a predominantly open rotor or spoke wheel ( 7 a) ( 7 d) ( 7 c) is attached, which around the engine central axis ( 14 ) rotatably mounted on a bar, connected to the associated shaft in a torque-locking manner, preferably equipped with profiled spoke bodies as a blade ring with low thrust and by a reduced number of individual blades (spoke bodies) for the generation of a slight additional acceleration of the associated bypass area. 11. Engine according to claims 1 to 10, characterized in that the ring turbine ( 3 ) is arranged in the area or within the engine outer housing ( 1 ), so that it is flowed through only on the inside of the bypass flow and between the turbine blades of the ring turbine ( 3 ) positioned stator vanes are attached to parts of the engine outer housing or connecting bodies to this. 12. Engine according to claims 1 to 10, characterized in that the base or core engine ( 4 ) in the "countercurrent mode" is arranged in such a way that its inner gas flow direction runs counter to the flow direction of the engine bypass flow (cold flow). 13. Engine according to claims 1 to 11, characterized in that for the acceleration or recompression of the exhaust gases of the base engine ( 4 ) in the central distributor area ( 5 a) to the gas routing channels ( 5 ) from the base engine ( 4 ) via a shaft connection driven - vorzugwei se designed as a radial compressor - additional compressor ( 20 a) is provided. ( Fig. 18). 14. Engine according to claims 1 to 12, characterized in that gas guide channels ( 5 ) are formed at the same time as a housing support or bypass flow guide and are in particular supplemented by lying between them lying conventional housing support or bypass flow control surfaces. 15. Engine according to claims 1 to 13, characterized in that in particular straight-radial or curved or spiral-shaped, with opening Gas channels provided for the bypass flow for a distributed exhaust gas mixture in the bypass flow are provided. 16. Engine according to claims 1 to 14, characterized in that the ring turbine ( 3 ) is located in an annular, profiled in the bypass direction, in the ring turbine region with an inwardly provided intermediate housing ( 13 ) which is connected to the outer main engine housing ( 1 ) and the central shaft or base engine housing is connected by means of housing supports ( 15 ) or gas guide channels ( 5 ) to which the stator vanes located between the turbine blades of the ring turbine ( 3 ) are attached and which are from the inner and outer bypass flow of the engine flows around, in the longitudinal direction of the engine - in particular more or less elongated - protrudes from and / or to the rear over the area of the ring turbine ( 3 ) ( FIG. 1). 17. Engine according to claims 1 to 15, characterized in that the secondary combustion chamber ( 8 ) each one of the pressurized gas leading to the gas guide channels ( 5 ) is assigned and the introduced pressurized gas at a certain distance in front of the ring turbine ( 3 ) or as an arcuate, directly in front the ring turbine ( 3 ) positioned combustion chamber supplies energy to the gas stream by fuel combustion. 18. Engine according to claims 1 to 16, characterized in that the ring turbine ( 3 ) has a smaller outer diameter than the diameter of the turbine blade ring of the main blower turbine ( 2 ) and by means of a predominantly open spoke wheel with in particular profiled spokes or by means of a designed as a secondary fan turbine rotor - which is connected in a torque-locking manner to the main turbine - in particular via a shaft. 19. Engine according to claims 1 to 17, characterized in that at least two coaxially arranged, in particular counter-rotating ring turbines ( 3 a) ( 3 b) are provided, each separately via secondary blowers ( 7 c) ( 7 d) or rotor wheels, are connected in a torque-locking manner via a shaft or hollow shaft to two assigned opposing main blowers ( 2 c) ( 2 d). ( Fig . 5) 20. Engine according to claims 1 to 18, characterized in that at least one base engine ( 4 c) ( 4 d) ( 4 f) and at least one blower turbine ( 2 d) ( 2 f) in an axially parallel position to each other - drive dynamically through gas routing channels ( 5 f) connected - preferably in a common housing ( 1 d) - are arranged. 21. An engine according to claims 1 to 19, characterized in that in the reverse thrust mode about the longitudinal axis (2 a) adjustable fan turbine blades (2), the fresh air supply to the objective in countercurrent mode associated base or core engine (4) by means of a rearwardly Direction of the bypass direction extendable rear cone or sliding body ( 30 ) takes place at the rear end of the engine, so that the fresh air supply to the compressor of the base engine - in particular without substantial deflection - through a fresh air duct opened by the extended rear cone or sliding body ( 30 ) directly from the Area behind the engine. 22. Engine according to claims 1 to 20, characterized in that the main fan turbine ( 2 ) is arranged in the front part of the engine, while the secondary fan turbine ( 7 ) connected by means of a continuous shaft ( 16 ) with the main fan ( 2 ) The ring turbine ( 3 ) is located behind the base engine ( 4 ) in the rear part of the engine, while the base engine ( 4 ), which is arranged in the direct current mode for the bypass, the hot / pressurized gas brought up by gas guide channels ( 5 ) for the admission of the ring turbine ( 3rd ) delivers. 23. Engine according to claims 1 to 21, characterized in that the base engine ( 4 ) drives a shaft - in particular additional - fresh air-sucking compressor ( 18 ), the outlet - compressed gases - brought up through compressed gas guide channels - which with the Blä Water torquely connected ring turbine ( 3 ) - in particular after energy supply by means of an additional combustion chamber - be opened, while preferably an admixture of the exhaust gases of the base engine ( 4 ) takes place in the gas duct of the compressor compressed air. 24. Engine according to claims 1 to 22, characterized in that two axially parallel fan turbines ( 2 d) ( 2 f) are provided in a - especially oval-shaped - engine housing, which by the compressed gases from at least one axially parallel base engine ( 4 c) ( 4 d) ( 4 f) - by means of hot gas ducts ( 5 f), dynamically connected to the ring turbines ( 3 d) ( 3 e) of the secondary fan turbines ( 7 d) ( 7 f), which are the main fan turbines ( 2 d) ( 2 f) drive via a shaft connection. 25. Engine according to claims 1 to 23, characterized in that two fan turbines ( 2 d) ( 2 f) and two base engines ( 4 d) ( 4 f) in a - in particular oval-shaped - engine housing ( 1 d) so axially parallel to each other are arranged so that each of the two base engines ( 4 d) ( 4 f) we at least one secondary blower turbine ( 7 d) ( 7 f) with ring turbine ( 3 d) ( 3. ) connected to the main blower ( 2 d) ( 2 f) e) by means of pressure through gas guide channels ( 5 ) brought up pressure / hot gas. 26. Engine according to claims 1 to 24, characterized in that the secondary or cold flow acceleration of the engine by means of at least one, in particular partially beyond the engine housing ( 1 e) radially projecting open fan turbine (unducted fan) ( 2 g) or by a multi-blade propeller is made. 27. Engine according to claims 1 to 25, characterized in that the drive of the secondary blower turbine ( 7 ) by means of a shaft - preferably connected to the low-pressure part - directly through the base engine ( 4 ), while the pressurized gas, on a rotor wheel ( 7 a) fixed ring turbine (3) drives the main fan (2) connected to said impeller (7 a) shaft (16). 28. Engine according to claims 1 to 26, characterized in that the main blower ( 2 ), secondary blower ( 7 ) and low-pressure part of the base engine positioned in countercurrent mode ( 4 ) are torque-locked together by means of a central shaft, while the exhaust gases relaxed by the part the base engine ( 4 ) acted upon, located in the more front part of the engine, with the secondary blower ( 7 ) connected ring turbine ( 3 ) provides additional torque for the required power consumption of the main blower ( 2 ) ( Fig. 10d). 29. Engine according to claims 1 to 27, characterized in that the main blower ( 2 ), secondary blower ( 7 ) and low-pressure part of the base engine ( 4 ) positioned in the direct current mode are torque-locked together by means of a central shaft ( 16 ), while by the Partly relaxed exhaust gases from the base engine ( 4 ) acted on, positioned in the rear part of the engine, connected to the secondary blower ( 7 ) ring turbines ne ( 3 ) via the central, continuous connecting shaft ( 16 ) an additional torque for the required power consumption of the main blower ( 2 ) lie fert ( Fig. 10e). 30. Engine according to claims 1 to 28, characterized in that the pressure or hot gas leading aerodynamically optimized designed gas guide channels corrugated on their outer surface - extending in the direction of the bypass flow of the engine flowing - longitudinal grooves ( 31 ) or - in particular by welding - have attached webs ( 26 ). 31. Engine according to claims 1 to 29, characterized in that the gas guide channels are designed as multi-chamber channels. 32. Engine according to claims 1 to 30, characterized in that the outer radii of the pressurized gas ring turbines ( 3 a) ( 3 b), adapted to the required torque, the dimension between a quarter of the radius length of the main fan turbines ( 2 c) ( 2 d) and the length of their outer races.