Variable cycle engine, aircraft and control method for a variable cycle engine

Abstract

The application provides a variable cycle engine, an aircraft and a control method of the variable cycle engine. The variable cycle engine comprises an adjusting mechanism, a rotor mechanism, a combustion mechanism, and an outer casing and an inner casing. The inner casing is located in the outer casing, and the outer casing and the inner casing have an outer channel for gas flow. The rotor mechanism comprises a low-pressure rotor and a high-pressure rotor. The high-pressure rotor is located in the inner casing, and the inner casing has an inner channel for gas flow. Part of the low-pressure rotor is located in the outer casing. The combustion mechanism comprises an outer channel combustion chamber and an inner channel combustion chamber. The inner channel combustion chamber is arranged in the inner channel, and the outer channel combustion chamber is arranged in the outer channel. At least part of the adjusting mechanism is connected with an air inlet end of the inner casing. The variable cycle engine provided by the application can greatly adjust the channel ratio and the supercharging ratio, improves the adjusting ability of the variable cycle engine to the thrust and the fuel economy, and widens the wide-speed range of the variable cycle engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aviation equipment, and in particular to a variable cycle engine, an aircraft, and a control method of the variable cycle engine. BACKGROUND

[0002] The variable cycle engine can adjust the thrust generation mode according to the flight mode of the aircraft, so that the aircraft can obtain greater thrust and lower fuel consumption in a wide speed range.

[0003] The related art variable cycle engine can adjust the engine thrust generation mode by adjusting the bypass ratio. Generally, the aircraft in the low-speed flight mode can expand the bypass ratio of the variable cycle engine to obtain greater thrust and lower fuel consumption. The aircraft in the medium-high speed flight mode can reduce the bypass ratio of the variable cycle engine to obtain greater thrust and lower fuel consumption. In addition, some variable cycle engines in the related art can also adjust the engine thrust generation mode by adjusting the pressure ratio. For example, the aircraft in the high-speed flight mode can reduce the pressure ratio of the variable cycle engine to convert the engine from the high-pressure turbojet / turbofan mode to the low-pressure turbojet / turbofan mode to obtain greater thrust and lower fuel consumption.

[0004] However, the above-mentioned related art variable cycle engine cannot simultaneously adjust the bypass ratio and the pressure ratio by a large margin, and it is difficult to adapt to the thrust and fuel economy requirements of future aircraft in a wide speed range. SUMMARY

[0005] The embodiments of the present application provide a variable cycle engine, an aircraft, and a control method of the variable cycle engine, which solves the technical problem that the related art variable cycle engine cannot simultaneously adjust the bypass ratio and the pressure ratio by a large margin, thereby improving the adjustment capability of the variable cycle engine to the thrust and the fuel economy.

[0006] In order to achieve the above-mentioned purpose, the embodiments of the present application provide the following technical solutions:

[0007] The first aspect of the embodiments of the present application provides a variable cycle engine, comprising an adjusting mechanism, a rotor mechanism, a combustion mechanism, and an outer casing and an inner casing;

[0008] The inner casing is located in the outer casing, and the outer casing and the inner casing have an outer bypass for gas flow;

[0009] The rotor mechanism comprises a low-pressure rotor and a high-pressure rotor, the high-pressure rotor is located in the inner casing, the inner casing has an inner bypass for gas flow, and part of the low-pressure rotor is located in the outer casing;

[0010] The combustion mechanism comprises an outer-duct combustion chamber and an inner-duct combustion chamber, the inner-duct combustion chamber is arranged in the inner-duct, and the outer-duct combustion chamber is arranged in the outer-duct.

[0011] At least a part of the adjusting mechanism is connected with the air inlet end of the inner casing, and the adjusting mechanism is used for adjusting the air flow into the outer-duct and the inner-duct.

[0012] On the basis of the above technical solutions, the application can also be improved as follows.

[0013] In a possible implementation manner, the adjusting mechanism is a mode conversion valve or an adjustable duct ejector, and at least a part of the mode conversion valve or the adjustable duct ejector is connected with the inner casing.

[0014] In a possible implementation manner, the air flow ratio in the outer-duct is greater than or equal to 0% and less than or equal to 100%, and the air flow ratio in the inner-duct is greater than or equal to 0% and less than or equal to 100%.

[0015] In a possible implementation manner, the high-pressure rotor comprises a high-pressure rotor shaft, a high-pressure compressor and a high-pressure turbine.

[0016] The high-pressure compressor is located at one side of the inner casing close to the air inlet end, the high-pressure turbine is located at one side of the inner casing away from the air inlet end, the high-pressure compressor is connected with the high-pressure turbine through the high-pressure rotor shaft, and the high-pressure turbine drives the high-pressure compressor to rotate through the high-pressure rotor shaft.

[0017] In a possible implementation manner, the low-pressure rotor comprises a low-pressure rotor shaft, a low-pressure compressor and a low-pressure turbine.

[0018] The low-pressure compressor is located in the outer casing and at the air inlet end side of the outer casing, and at least a part of the low-pressure turbine is arranged in the outer casing at the air exhaust end side of the inner casing.

[0019] The low-pressure rotor shaft is arranged in the inner casing, the low-pressure turbine is connected with the low-pressure compressor through the low-pressure rotor shaft, and the low-pressure turbine drives the low-pressure compressor to rotate through the low-pressure rotor shaft.

[0020] In a possible implementation manner, a communication hole is arranged in the high-pressure rotor shaft along the extension direction of the high-pressure rotor shaft, the low-pressure rotor shaft is arranged in the high-pressure rotor shaft through the communication hole, the high-pressure rotor shaft is rotationally connected with the low-pressure rotor shaft, and the high-pressure rotor shaft and the low-pressure rotor shaft are coaxially arranged.

[0021] In a possible implementation manner, the inner-duct combustion chamber is located between the high-pressure turbine and the high-pressure compressor.

[0022] In a possible implementation manner, the application further comprises a mixing chamber, an afterburning chamber and an exhaust nozzle which are sequentially connected.

[0023] The mixing chamber is arranged in the outer casing at the exhaust end side of the outer bypass duct and the inner bypass duct, and at the intake end side of the low-pressure turbine in the outer casing;

[0024] The afterburner is arranged in the outer casing, and at the exhaust end side of the low-pressure turbine in the outer casing;

[0025] The nozzle is connected with the outer casing, and the nozzle is communicated with the afterburner, so that the gas in the afterburner is discharged through the nozzle.

[0026] The second aspect of the embodiment of the application provides a kind of aircraft, which includes the variable cycle engine described above.

[0027] The third aspect of the embodiment of the application provides a kind of control method of variable cycle engine, which is applied to the aircraft described above, and the control method comprises:

[0028] Judging the working mode of the aircraft, the working mode includes: the first working mode, the second working mode, the third working mode, the fourth working mode and the fifth working mode;

[0029] If it is judged that the aircraft is in the first working mode, the adjusting mechanism of the variable cycle engine controls the opening of the outer bypass duct and the inner bypass duct, the outer bypass combustor stops working, and the inner bypass combustor starts working to drive the rotor mechanism to work;

[0030] If it is judged that the aircraft is in the second working mode, the adjusting mechanism controls the closing of the outer bypass duct, and the adjusting mechanism controls the opening of the inner bypass duct, the outer bypass combustor stops working, and the inner bypass combustor starts working to drive the rotor mechanism to work;

[0031] If it is judged that the aircraft is in the third working mode, the adjusting mechanism controls the opening of the outer bypass duct, and the adjusting mechanism controls the closing of the inner bypass duct, the inner bypass combustor stops working, part of the rotor mechanism in the inner casing stops working, and the outer bypass combustor starts working to drive part of the rotor mechanism in the outer casing to work;

[0032] If it is judged that the aircraft is in the fourth working mode, in the process that the adjusting mechanism controls the opening of the outer bypass duct and the adjusting mechanism controls the closing of the inner bypass duct, the inner bypass combustor and the outer bypass combustor start working to drive the rotor mechanism to work;

[0033] If it is judged that the aircraft is in the fifth working mode, in the process that the adjusting mechanism controls the opening of the inner bypass duct and the adjusting mechanism controls the closing of the outer bypass duct, the inner bypass combustor works, and the outer bypass combustor stops working to drive the rotor mechanism to work.

[0034] The embodiment of the present application provides a variable cycle engine, an aircraft and a control method of the variable cycle engine, the variable cycle engine is connected with an inlet end of an inner casing through an adjusting mechanism, so that the inlet air quantity of an outer channel and an inner channel is adjusted, and then the bypass ratio of the variable cycle engine is adjusted; and through the fact that at least a part of a low-pressure rotor is arranged in an outer casing and an outer channel combustion chamber is located in the outer channel, when the inner channel is closed and the high-pressure rotor stops working, the outer channel combustion chamber in the outer channel works and generates gas in the outer channel to drive the low-pressure rotor to work, so that the supercharging ratio is greatly adjusted, and then the bypass ratio and the supercharging ratio can be adjusted in the same variable cycle engine, the adjustment ability of the variable cycle engine to thrust, the adaptability in a wide speed range are improved, and the fuel economy of the variable cycle engine is improved. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0036] Figure 1 A structural schematic diagram of a variable cycle engine provided by an embodiment of the present application is shown in the figure.

[0037] Figure 2 A structural schematic diagram of a variable cycle engine provided by another embodiment of the present application is shown in the figure.

[0038] Figure 3 A sectional schematic diagram of a gas compression device in the figure. Figure 1

[0039] A sectional schematic diagram of a gas compression device in the figure. Figure 4 Figure 2 A control flowchart of a control method of a variable cycle engine provided by an embodiment of the present application is shown in the figure.

[0040] Figure 5 Explanation of reference signs:

[0041] 100-outer casing

[0042] 100-outer casing

[0043] 110-outer channel; 120-mixing chamber; 130-nozzle

[0044] 200-inner casing

[0045] 210-inner channel

[0046] ​300 - regulation mechanism

[0047] 400 - rotor mechanism

[0048] 410 - low pressure rotor; 411 - low pressure compressor; 412 - low pressure turbine

[0049] 413 - low pressure rotor shaft; 414 - low pressure turbine guide

[0050] 420 - high pressure rotor; 421 - high pressure compressor; 422 - high pressure turbine

[0051] 423 - high pressure rotor shaft; 424 - high pressure turbine guide

[0052] 500 - combustion mechanism

[0053] 510 - outer bypass combustion chamber; 520 - inner bypass combustion chamber; 530 - afterburner

[0054] 511 - first flame stabilizer; 521 - second flame stabilizer

[0055] 531 - third flame stabilizer DETAILED DESCRIPTION

[0056] As described in the background, the variable cycle engine can adjust the thrust generation mode according to the flight mode of the aircraft to achieve that the aircraft can obtain greater thrust while having lower fuel consumption in a wide speed range.

[0057] The variable cycle engine in the related art can adjust the engine thrust generation mode by adjusting the bypass ratio. Generally speaking, when the aircraft is in a low speed flight mode, the bypass ratio of the variable cycle engine can be expanded to obtain greater thrust while reducing fuel consumption. When the aircraft is in a medium or high speed flight mode, the large bypass ratio will cause the specific speed to decrease, the core engine to be insufficient in power, and the flow loss to increase dramatically, resulting in a sharp decrease in cycle power and thrust and a sharp increase in fuel consumption. Therefore, the bypass ratio can be reduced to obtain greater thrust and lower fuel consumption.

[0058] In addition, when the aircraft is in a high-speed flight mode, generally referred to as a high Mach number flight mode, a turbojet / turbofan engine with a large number of compressor stages, for example, a turbojet / turbofan engine with a high-pressure compressor, has a sharp decrease in the efficiency and power of the high-pressure compressor, an increase in the spillage drag and afterbody drag, and a resulting insufficient thrust and a sharp increase in the specific fuel consumption when the high-pressure compressor is operating at a low corrected speed. A turbojet / turbofan engine with a small number of compressor stages is closer to a ramjet engine and has higher thrust and efficiency. Therefore, some variable cycle engines in the related art cannot adjust the engine thrust by substantially adjusting the pressure ratio, that is, when the aircraft is in the high-speed flight mode, the variable cycle engine cannot be actively and substantially reduced in the pressure ratio to convert the engine from the high-pressure turbojet / turbofan mode to the low-pressure turbojet / turbofan mode to obtain a larger thrust and a lower specific fuel consumption.

[0059] The variable cycle engine in the related art has the following three problems: 1. Limited by the technical route, the engine bypass ratio can only be adjusted, and the engine pressure ratio cannot be actively and substantially adjusted, resulting in a decrease in the cycle efficiency and power of the high-pressure compressor at a low corrected speed and a sharp increase in the spillage loss when the aircraft is in the high-speed flight mode, and thus the speed limit of the existing variable cycle engine is about 3Ma. 2. Limited by the flow matching of the core engine in all modes, the bypass ratio cannot be substantially adjusted, for example, the adjustment range is difficult to exceed 1.3. 3. For the user, too many immature technologies bring great uncertainty to the use of the product.

[0060] The reason for these problems is that the variable cycle engine in the related art can only adjust the air flow of the outer bypass, at this time, no matter how the air flow of the outer bypass is adjusted, the inner bypass is always in the working state, and since the high-pressure compressor, the high-pressure turbine and the low-pressure turbine are all in the inner bypass, the high-pressure compressor and the fan driven by the low-pressure turbine are always in the working state, so that the variable cycle engine is always in the high-pressure turbojet / turbofan state, and the pressure ratio of the variable cycle engine cannot be actively adjusted. Therefore, the variable cycle engine with adjustable bypass ratio cannot be converted from the high-pressure turbojet / turbofan mode to the low-pressure turbojet / turbofan mode when entering the high-speed flight mode, resulting in a decrease in the thrust of the aircraft and an increase in the specific fuel consumption.

[0061] To solve the above technical problems, the embodiment of the present application provides a variable cycle engine, an aircraft and a control method of the variable cycle engine. The variable cycle engine is connected with an inlet end of an inner casing through an adjusting mechanism to adjust the inlet air quantity of an outer duct and an inner duct, and then to adjust the bypass ratio of the variable cycle engine. The low-pressure rotor is arranged at least partially in the outer casing, and the outer duct combustion chamber is arranged in the outer duct. When the inner duct is closed and the high-pressure rotor stops working, the outer duct combustion chamber in the outer duct works and generates gas to drive the low-pressure rotor to work, thereby actively adjusting the supercharging ratio. Therefore, the bypass ratio and the supercharging ratio can be adjusted in the same variable cycle engine, the thrust regulation ability of the variable cycle engine in a wide speed range is improved, and the fuel economy of the variable cycle engine is improved.

[0062] In order to make the above object, characteristics and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0063] Reference Figures 1-2 The first aspect of the embodiments of the present application provides a variable cycle engine. The variable cycle engine comprises an adjusting mechanism 300, a rotor mechanism 400, a combustion mechanism 500, and an outer casing 100 and an inner casing 200 which are sleeved with each other. The inner casing 200 is located in the outer casing 100, and the outer casing 100 and the inner casing 200 have an outer duct 110 for gas flow. The rotor mechanism 400 comprises a low-pressure rotor 410 and a high-pressure rotor 420. The high-pressure rotor 420 is located in the inner casing 200, and the inner casing 200 has an inner duct 210 for gas flow. Part of the low-pressure rotor 410 is located in the outer casing 100. The combustion mechanism 500 can comprise an outer duct combustion chamber 510 and an inner duct combustion chamber 520. The inner duct combustion chamber 520 is arranged in the inner duct 210, and the outer duct combustion chamber 510 is arranged in the outer duct 110. At least part of the adjusting mechanism 300 is connected with the inlet end of the inner casing 200. The adjusting mechanism 300 is used to adjust the air flow into the outer duct 110 and the inner duct 210.

[0064] Reference Figure 1 and Figure 2In the present embodiment, a flow channel is provided between the inner circumferential wall of the outer casing 100 and the outer circumferential wall of the inner casing 200, which can be used to form the outer duct 110 for gas flow. The flow area inside the inner casing 200, through which the gas can flow freely, is the inner duct 210. It can be understood that the inner duct 210 and the outer duct 110 can have a support structure (not shown in the figure) to connect and fix the inner casing 200 and the outer casing 100, and a force bearing casing can also be provided between the high-pressure rotor 420 and the inner circumferential wall of the inner casing 200 for the connection and force transmission of the high-pressure rotor 420 and the inner casing 200. In addition, the low-pressure rotor 410 and the inner circumferential wall of the outer casing 100 can also be connected and fixed by a certain support structure (not shown in the figure) to improve the connection stability between the low-pressure rotor 410 and the outer casing 100, thereby improving the working stability of the low-pressure rotor 410.

[0065] Reference Figure 1 It can be understood that Figure 1 The arrow on the left side of the variable cycle engine can be the direction of the external air entering, and the arrow on the right side can be the flow direction of the gas discharged by the variable cycle engine. When the variable cycle engine is working, the gas entering the engine first enters the outer casing 100, and then flows into the inner duct 210 and the outer duct 110, respectively, and the gas generated after the action of the variable cycle engine is discharged from the right side of the outer casing 100.

[0066] Reference Figure 1 It should be noted that the length of the outer casing 100 and the inner casing 200 can also be adjusted according to the design needs of the variable cycle engine. In an exemplary embodiment, the length of the corresponding inner casing 200 and outer casing 100 can be designed according to the length of the inner duct 210 and the outer duct 110 of the variable cycle engine, which is not specifically limited in the present application.

[0067] Reference Figure 1 or Figure 2In some embodiments, the length of the intake end side of the outer casing 100 is greater than the length of the inner casing 200, so that part of the structure of the low-pressure rotor 410 is located in the outer casing 100 at the intake end side, and the gas flowing into the variable cycle engine is first compressed by the low-pressure rotor 410, and the gas compressed by the low-pressure rotor 410 is selectively flowed into the outer duct 110 and / or the inner duct 210 according to actual needs, and the gas flowed into the inner duct 210 is further compressed by the high-pressure rotor 420. By arranging part of the low-pressure rotor 410 in the outer casing 100, the gas discharged from the inner duct 210 and the gas discharged from the outer duct 110 can both drive the low-pressure rotor 410. It can be understood that the low-pressure rotor 410 and the outer casing 100 can also be connected and fixed by a support structure (not shown in the figure) to prevent the low-pressure rotor 410 from shaking during operation, thereby improving the working stability of the low-pressure rotor 410.

[0068] With reference to Figure 1 In specific implementation, ignition devices (not shown in the figure) can be arranged in the outer duct combustion chamber 510 and the inner duct combustion chamber 520. When the outer duct combustion chamber 510 works, fuel can be injected into the outer duct combustion chamber 510 in the outer duct 110, mixed with the gas flowed into the outer duct combustion chamber 510 from the outer duct 110, ignited by the ignition device to form gas, so as to generate thrust of the variable cycle engine. When the inner duct combustion chamber 520 works, fuel can be injected into the inner duct combustion chamber 520, mixed with the gas flowed into the inner duct combustion chamber 520 from the inner duct 210, ignited by the ignition device to form gas, so as to generate thrust of the variable cycle engine. In an exemplary embodiment, the outer duct combustion chamber 510 and the inner duct combustion chamber 520 can work independently of each other, or can work simultaneously.

[0069] With reference to Figure 1 In specific implementation, the adjusting mechanism 300 is connected to the intake end of the inner casing 200, so that the adjusting mechanism 300 can be arranged at the intake port of the inner duct 210 and the outer duct 110, so as to adjust the flow of gas into the outer duct 110 and the inner duct 210 by the adjusting mechanism 300, thereby improving the adjusting range of the bypass ratio of the variable cycle engine.

[0070] In an exemplary embodiment, if the inner channel 210 is kept open and the air intake of the outer channel 110 is gradually adjusted to zero by the adjusting mechanism 300, the process gradually reduces the bypass ratio, and the inner channel combustion chamber 520 starts to work. At this time, the external gas will pass through the low-pressure rotor 410 and the high-pressure rotor 420 in the inner channel 210 in turn, and then be mixed with the fuel sprayed by the inner channel combustion chamber 520 and ignited by the ignition device. After ignition, the formed gas is discharged through the exhaust end of the inner channel 210. If the adjusting mechanism 300 gradually closes the inner channel 210 until the air flow of the inner channel 210 is zero, and controls the opening of the outer channel 110, the outer channel combustion chamber 510 starts to work. At this time, the external gas passes through the low-pressure rotor 410 into the outer channel 110, mixes with the fuel sprayed by the outer channel combustion chamber 510, and is ignited by the ignition device. After ignition, the formed gas is discharged through the exhaust end of the outer channel 110. Through the cooperation of the adjusting mechanism 300 and the combustion mechanism 500, the conversion from the mode in which the high-pressure rotor 420 and the low-pressure rotor 410 work simultaneously to the mode in which only the low-pressure rotor 410 works can be realized, so that the active adjustment of the supercharging ratio and the bypass ratio can be realized.

[0071] The variable cycle engine provided by the embodiments of the present application can realize the adjustment of the air intake of the outer channel 110 and the inner channel 210 by connecting the adjusting mechanism 300 with the air intake end of the inner casing 200, so as to realize the adjustment of the bypass ratio of the variable cycle engine. By arranging at least part of the low-pressure rotor 410 in the outer casing 100 and arranging the outer channel combustion chamber 510 in the outer channel 110, the outer channel combustion chamber 510 can work and generate gas in the outer channel 110 to drive the low-pressure rotor 410 to work when the inner channel 210 is closed and the high-pressure rotor 420 stops working, so as to realize the active adjustment of the supercharging ratio and the bypass ratio, and further realize the large-scale adjustment of the bypass ratio and the large-scale adjustment of the supercharging ratio in the same variable cycle engine, improve the thrust adjustment capability of the variable cycle engine, and improve the fuel economy of the variable cycle engine.

[0072] Reference Figure 1 and Figure 2 On the basis of the above-mentioned embodiments, the adjusting mechanism 300 can be a mode conversion valve or an adjustable bypass ejector, and at least part of the mode conversion valve or the adjustable bypass ejector is connected with the inner casing 200.

[0073] It can be understood that the adjusting mechanism 300 in the embodiments of the present application can be a mode conversion valve or an adjustable bypass ejector in the prior art. In some embodiments, the adjusting mechanism 300 can be a mode conversion valve, and at least part of the mode conversion valve is movably connected with the side wall at the air intake end of the inner casing 200, so as to realize the adjustment of the air intake of the outer channel 110 and the air intake of the inner channel 210 through the mode conversion valve.

[0074] Reference is made to Figure 1 and Figure 2 In the above embodiment, the gas flow ratio in the outer duct 110 is greater than or equal to 0% and less than or equal to 100%, and the gas flow ratio in the inner duct 210 is greater than or equal to 0% and less than or equal to 100%.

[0075] Reference is made to Figure 1 and Figure 2 In the present embodiment, the gas flow into the outer duct 110 and the inner duct 210 can be controlled by the adjusting mechanism 300. If the gas flow into the variable cycle engine is defined as 100%, the gas flow ratio into the outer duct 110 can be controlled by the adjusting mechanism 300 to be greater than or equal to 0% and less than or equal to 100%, and the gas flow ratio into the inner duct 210 can be controlled by the adjusting mechanism 300 to be greater than or equal to 0% and less than or equal to 100%. In an exemplary embodiment, if the adjusting mechanism 300 controls the gas flow ratio of the outer duct 110 to be 0%, the gas flow ratio of the inner duct 210 can be 100% at this time, and the adjusting mechanism 300 controls all the gas into the variable cycle engine to enter the inner duct 210. If the adjusting mechanism 300 controls the gas flow ratio of the outer duct 110 to be 100%, the gas flow ratio of the inner duct 210 can be 0% at this time, and the adjusting mechanism 300 controls all the gas into the variable cycle engine to enter the outer duct 110. The adjusting mechanism 300 can greatly adjust the duct ratio of the variable cycle engine.

[0076] Reference is made to Figures 1-4 In the above embodiment, the high-pressure rotor 420 includes a high-pressure rotor shaft 423, a high-pressure compressor 421, and a high-pressure turbine 422. The high-pressure compressor 421 is located at the side of the inner casing 200 close to the air inlet end, the high-pressure turbine 422 is located at the side of the inner casing 200 away from the air inlet end, the high-pressure compressor 421 and the high-pressure turbine 422 are connected by the high-pressure rotor shaft 423, and the high-pressure turbine 422 drives the high-pressure compressor 421 to rotate through the high-pressure rotor shaft 423.

[0077] Reference is made to Figure 1 and Figure 3 In the present embodiment, the high-pressure compressor 421 can compress the gas entering the inner duct 210 to high pressure, increase the pressure of the gas in the inner duct 210, and provide high-pressure gas for the inner combustion chamber 520 to improve the thermal cycle efficiency of the engine. The high-pressure turbine 422 rotates around the axis of the high-pressure rotor shaft 423 under the drive of the gas generated in the inner duct 210.

[0078] Continuing to refer to Figure 1 and Figure 3In an exemplary embodiment, the high-pressure compressor 421 compresses the gas entering the inner duct 210 at high pressure, and then uses the compressed gas to mix with the fuel ejected from the inner duct combustion chamber 520, ignites the mixture by the igniter to generate the combustion gas, and the combustion gas drives the high-pressure turbine 422 to rotate around the high-pressure rotor shaft 423, thereby driving the high-pressure compressor 421 to rotate around the high-pressure rotor shaft 423 to continuously compress the gas entering the inner duct 210 at high pressure.

[0079] Referring to Figure 1 and Figure 2 In a specific implementation, the high-pressure rotor 420 further includes a high-pressure turbine guide vane 424 arranged at one side of the high-pressure turbine 422 to guide the combustion gas generated by the inner duct 210 to flow into the high-pressure turbine 422.

[0080] Referring to Figures 1-4 On the basis of the above-mentioned embodiment, the low-pressure rotor 410 includes a low-pressure rotor shaft 413, a low-pressure compressor 411, and a low-pressure turbine 412. The low-pressure compressor 411 is located in the outer casing 100 and at the intake end side of the outer casing 100, and at least a part of the low-pressure turbine 412 is located in the outer casing 100 at the exhaust end side of the inner casing 200. The low-pressure rotor shaft 413 is arranged in the inner casing 200, and the low-pressure turbine 412 is connected to the low-pressure compressor 411 through the low-pressure rotor shaft 413, and the low-pressure turbine 412 drives the low-pressure compressor 411 to rotate through the low-pressure rotor shaft 413.

[0081] Referring to Figure 1 and Figure 3 In this embodiment, the low-pressure compressor 411 is located at the intake port side of the outer casing 100 and at the left side of the regulating mechanism 300. The low-pressure compressor 411 is used to compress the gas entering the variable cycle engine at low pressure, and to make the compressed gas flow into the outer duct 110 and / or the inner duct 210 according to the control of the regulating mechanism 300. In some embodiments, the low-pressure compressor 411 can be a fan.

[0082] Referring to Figures 1-4 In some embodiments, the low-pressure turbine 412 can be located at the exhaust end side of the outer duct 110 and the inner duct 210 in the outer casing 100, so that the low-pressure turbine 412 can be driven by the gas or the combustion gas exhausted from the outer duct 110 and the inner duct 210, and the intake end side of the low-pressure turbine 412 is provided with a low-pressure turbine guide vane 414 to introduce the gas or the combustion gas into the low-pressure turbine 412. In addition, the low-pressure turbine 412 can be divided into two parts, one part is the same as the above-mentioned position, and the other part can be located in the inner duct 210 and at the exhaust end side of the high-pressure turbine 422, and the intake end side of each part of the low-pressure turbine 412 is provided with a low-pressure turbine guide vane 414.

[0083] With reference to Figure 3 and Figure 4 On the basis of the above embodiment, a through hole is formed in the high-pressure rotor shaft 423 along the extension direction thereof, and the low-pressure rotor shaft 413 is arranged in the high-pressure rotor shaft 423 through the through hole. The high-pressure rotor shaft 423 is rotatably connected with the low-pressure rotor shaft 413, and the high-pressure rotor shaft 423 and the low-pressure rotor shaft 413 are coaxially arranged.

[0084] With reference to Figure 3 In the embodiment, the low-pressure rotor shaft 413 and the high-pressure rotor shaft 423 can be rotatably connected through a bearing, so as to reduce the friction generated when the low-pressure rotor shaft 413 and the high-pressure rotor shaft 423 rotate, thereby reducing the wear of the low-pressure rotor shaft 413 and the high-pressure rotor shaft 423.

[0085] With reference to Figure 1 and Figure 2 On the basis of the above embodiment, the inner combustion chamber 520 is located between the high-pressure turbine 422 and the high-pressure compressor 421. The inner combustion chamber 520 can also spray fuel and has an ignition device (not shown in the figure). When the inner combustion chamber 520 works, the gas in the inner channel 210 enters the inner combustion chamber 520 after being compressed by the high-pressure compressor 421, and mixes with the fuel in the inner combustion chamber 520. The mixture of the high-pressure compressed gas and the fuel is ignited by the ignition device, and the generated combustion gas is discharged through the exhaust end of the inner channel 210.

[0086] With reference to Figure 1 and Figure 2 In the specific implementation, the outer combustion chamber 510 can also have a first flame stabilizer 511 for improving the stability of flame combustion in the outer combustion chamber 510. Similarly, the inner combustion chamber 520 can also have a second flame stabilizer 521 for improving the stability of flame combustion in the inner combustion chamber 520.

[0087] With reference to Figure 1 and Figure 2 On the basis of the above embodiment, a mixing chamber 120, an afterburner 530 and an exhaust nozzle 130 are further included and are sequentially connected. The mixing chamber 120 is located in the outer casing 100 at the exhaust end side of the outer channel 110 and the inner channel 210, and is located at the intake end side of the low-pressure turbine 412 in the outer casing 100. The afterburner 530 is located in the outer casing 100, and the afterburner 530 is located at the exhaust end side of the low-pressure turbine 412 in the outer casing 100. The exhaust nozzle 130 is connected with the outer casing 100, and the exhaust nozzle 130 is connected with the afterburner 530, so that the gas in the afterburner 530 is discharged through the exhaust nozzle 130.

[0088] Reference is made to Figure 1 and Figure 2 In the embodiment, the mixed chamber 120 is arranged to mix the gas discharged from the outer duct 110 with the gas discharged from the inner duct 210, and the mixed gas is used to drive the low-pressure turbine 412 in the outer casing 100. The afterburner 530 is arranged at the exhaust end of the low-pressure turbine 412 in the outer casing 100, and the afterburner 530 is capable of injecting fuel and has an ignition device (not shown in the figure). When the gas enters the afterburner 530, the gas is mixed with the fuel injected in the afterburner 530, and the mixed gas is ignited by the ignition device to increase the temperature of the gas flow, thereby further increasing the thrust of the engine.

[0089] Reference is made to Figure 1 and Figure 3 In the specific implementation, the afterburner 530 is further provided with a third flame stabilizer 531, and the third flame stabilizer 531 is arranged to improve the stability of the flame combustion in the afterburner 530.

[0090] Reference is made to Figure 1 and Figure 2 The second aspect of the embodiment provides an aircraft, and the aircraft can include the variable cycle engine in the above embodiments.

[0091] It should be noted that the aircraft in the embodiment can be a passenger plane, a transport plane, or a spacecraft.

[0092] Reference is made to Figures 1-5 The variable cycle engine in the above embodiments is connected with the intake end of the inner casing 200 through the adjusting mechanism 300 to adjust the intake amount of the outer duct 110 and the inner duct 210, thereby adjusting the bypass ratio of the variable cycle engine. The low-pressure rotor 410 is arranged at least partially in the outer casing 100, and the outer duct 110 is provided with the outer duct combustor 510, so that when the inner duct 210 is closed and the high-pressure rotor 420 stops working, the outer duct combustor 510 works to generate gas in the outer duct 110 to drive the low-pressure rotor 410 to work, thereby actively adjusting the supercharging ratio. Therefore, the bypass ratio and the supercharging ratio can be greatly adjusted in the same variable cycle engine, which improves the thrust adjustment capability of the variable cycle engine and improves the fuel economy of the variable cycle engine. The thrust generation mode of the aircraft in different working modes is improved, and the fuel economy of the aircraft is improved, thereby widening the wide-speed range of the variable cycle engine.

[0093] Reference is made to Figure 1 and Figure 5In a third aspect, a control method of a variable cycle engine is provided. The control method is applied to the aircraft described above. The control method comprises:

[0094] S610, determining a working mode of the aircraft. The working mode comprises a first working mode, a second working mode, a third working mode, a fourth working mode and a fifth working mode.

[0095] Reference Figure 5 It should be noted that the aircraft in the embodiments of the present application can be an airplane. When the aircraft is an airplane, the first working mode can be a low-speed flight mode, the second working mode can be a medium-high speed flight mode, the third working mode can be a high-speed flight mode, the fourth mode can be a transition mode in which the adjustment mechanism 300 gradually closes the inner duct 210, and the fifth mode can be a transition mode in which the adjustment mechanism 300 gradually closes the outer duct 110.

[0096] It should be noted that the second working mode can be a transition mode between the first working mode and the third working mode, and the aircraft can be directly converted from the low-speed first working mode to the high-speed third working mode.

[0097] S620, if it is determined that the aircraft is in the first working mode, the adjustment mechanism 300 of the variable cycle engine controls the outer duct 110 and the inner duct 210 of the variable cycle engine to be opened, the outer combustion chamber 510 stops working, and the inner combustion chamber 520 starts working to drive the rotor mechanism 400 to work.

[0098] Reference Figure 1 and Figure 5 In an exemplary embodiment, when it is determined that the aircraft is in the low-speed flight mode, the adjustment mechanism 300 controls the outer duct 110 and the inner duct 210 to be opened, the outer combustion chamber 510 stops working, and the inner combustion chamber 520 starts working, and the airflow flows into the outer duct 110 and the inner duct 210, respectively. At this time, the variable cycle engine is in a large-bypass-ratio turbofan mode, and the variable cycle engine has a lower fuel consumption rate while obtaining a larger thrust. In the low-speed flight mode, the low-pressure rotor 410 and the high-pressure rotor 420 in the variable cycle engine are in working states.

[0099] S630, if it is determined that the aircraft is in the second working mode, the adjustment mechanism 300 controls the outer duct 110 to be closed, and the adjustment mechanism 300 controls the inner duct 210 to be opened, the outer combustion chamber 510 stops working, and the inner combustion chamber 520 starts working to drive the rotor mechanism 400 to work.

[0100] Reference Figure 1 and Figure 5In an exemplary embodiment, when the aircraft is determined to be in the medium-high speed flight mode, the adjusting mechanism 300 controls the outer channel 110 to gradually close, and controls the inner channel 210 to open, so that the airflow only enters the inner channel 210, the outer channel combustor 510 stops working, the inner channel combustor 520 is still in working state, and the high-pressure rotor 420 and the low-pressure rotor 410 are both driven by the gas generated by the inner channel 210. At this time, the bypass ratio of the variable cycle engine is close to zero, the variable cycle engine is in the high-pressure turbojet state, the problem of sharp decline of unit thrust and insufficient ram pressure boost of the variable cycle engine in the medium-high speed flight mode is avoided, and the fuel consumption is reduced and the thrust of the variable cycle engine is improved. It can be understood that the second working mode, as a transition mode between the first mode and the third mode, can be applied to the flight condition when the unit thrust sharply declines and the ram pressure ratio is insufficient in the medium-high speed flight.

[0101] S640, if the aircraft is determined to be in the third working mode, the adjusting mechanism 300 controls the outer channel 110 to open, and the adjusting mechanism 300 controls the inner channel 210 to close, the inner channel combustor 520 stops working, and the part of the rotor mechanism 400 located in the inner casing 200 stops working, and the outer channel combustor 510 starts working to drive the part of the rotor mechanism 400 located in the outer casing 100 to work.

[0102] Reference Figure 1 and Figure 5 In an exemplary embodiment, when the aircraft is determined to be in the high speed flight mode, the adjusting mechanism 300 controls the outer channel 110 to open, and controls the inner channel 210 to close, the inner channel combustor 520 in the inner channel 210 stops working, the outer channel combustor 510 in the outer channel 110 starts working, the airflow only enters the outer channel 110, and is mixed with the fuel ejected by the outer channel combustor 510, is ignited by the ignition device to generate gas, and drives the low-pressure rotor 410 to work by the gas, so that the variable cycle engine can be converted from the high-pressure turbojet mode to the low-pressure turbojet mode in the high speed flight mode, so that the variable cycle engine has larger thrust and lower fuel consumption in the high speed flight mode.

[0103] S650, if the aircraft is determined to be in the fourth working mode, in the process of the adjusting mechanism 300 controlling the outer channel 110 to open and the adjusting mechanism 300 controlling the inner channel 210 to close, the inner channel combustor 520 and the outer channel combustor 510 both start working to drive the rotor mechanism 400 to work.

[0104] Reference Figure 1 and Figure 5In an exemplary embodiment, during the process that the adjusting mechanism 300 keeps the outer duct 110 fully open and gradually closes the inner duct 210, the air flow in the outer duct 110 remains unchanged, and the air flow in the inner duct 210 gradually decreases. In the initial stage that the adjusting mechanism 300 controls the air flow in the inner duct 210 to gradually decrease, the inner combustion chamber 520 is in operation. When the adjusting mechanism 300 controls the inner duct 210 to be closed, the inner combustion chamber 520 stops operation.

[0105] S660, if it is judged that the aircraft is in the fifth working mode, during the process that the adjusting mechanism 300 controls the inner duct 210 to be open and the adjusting mechanism 300 controls the outer duct 110 to be closed, the inner combustion chamber 520 is in operation, and the outer combustion chamber 510 is in stop operation to drive the rotor mechanism 400 to work.

[0106] Reference Figure 1 and Figure 5 In an exemplary embodiment, during the process that the adjusting mechanism 300 keeps the inner duct 210 fully open and gradually closes the outer duct 110, the air flow in the inner duct 210 remains unchanged, and the air flow in the outer duct 110 gradually decreases. The outer combustion chamber 510 in the outer duct 110 always remains in the non-operation state, and the inner combustion chamber 520 remains in the operation state unchanged.

[0107] By using the control method of the variable cycle engine in the embodiments of the present application, the adjusting mechanism 300 is used to adjust the duct ratio in the above working modes, and the supercharging ratio is adjusted in the third working mode, so as to realize the adjusting ability of the variable cycle engine to the thrust, and improve the fuel economy of the variable cycle engine, and widen the wide-speed range working range of the variable cycle engine.

[0108] It should be noted that, in the process of use, optionally, the first working mode can be directly transited to the third working mode.

[0109] The embodiments or implementations in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same or similar parts between the embodiments can be referred to each other.

[0110] It should be noted that, in the specification, "in some embodiments", "embodiments", "exemplary embodiments", "some embodiments" and the like mean that the described embodiments can include a specific feature, structure or property, but not necessarily every embodiment includes the specific feature, structure or property. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when a specific feature, structure or property is described in combination with an embodiment, it is within the knowledge of those skilled in the art to realize such feature, structure or property in combination with other embodiments described explicitly or implicitly.

[0111] In general, terminology can be understood at least in part from an ordinary sense of the corresponding terminology as understood by those of ordinary skill in the art to which the present disclosure pertains. Most notably, without limitation, the terms "and / or" between a first component and a second component has the usual everyday meaning of the term. Without limitation, the term "and / or" within a list of two or more components can have the following meanings: 1) the first component alone, 2) the second component alone, 3) the first component and the second component. Similarly, without limitation, the term "and / or" between a first clause and a second clause has the usual everyday meaning of the term. Without limitation, the term "and / or" between a first clause and a second clause can have the following meanings: 1) the first clause alone, 2) the second clause alone, 3) the first clause and the second clause. Also, without limitation, the terms "a" or "an" can mean one or more in some contexts, such as in a series of one or more items or in a list of one or more members. So, for example, "a" widget could mean one widget or one or more widgets.

[0112] Finally, it should be noted that the above-described embodiments are merely exemplary embodiments of the present application, and the present application is not limited to the above-described embodiments. Although the present application has been described in detail with reference to the above embodiments, it will be appreciated by those of ordinary skill in the art that modifications can be made to the above-described embodiments, or some or all of the technical features thereof can be substituted with equivalent features, without departing from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A variable cycle engine characterized by, The adjusting mechanism, the rotor mechanism, the combustion mechanism, and the outer casing and the inner casing are included. The inner casing is located in the outer casing, and the outer casing and the inner casing have an outer channel for gas flow. The rotor mechanism includes a low-pressure rotor and a high-pressure rotor, the high-pressure rotor is located in the inner casing, the inner casing has an inner channel for gas flow, and part of the low-pressure rotor is located in the outer casing. The combustion mechanism includes an outer channel combustion chamber and an inner channel combustion chamber, the inner channel combustion chamber is arranged in the inner channel, and the outer channel combustion chamber is arranged in the outer channel. At least part of the adjusting mechanism is connected to the gas inlet end of the inner casing, and the adjusting mechanism is used to adjust the gas flow into the outer channel and the inner channel. The low-pressure rotor includes a low-pressure rotor shaft, a low-pressure compressor, and a low-pressure turbine. The low-pressure compressor is located in the outer casing and on the gas inlet end side of the outer casing, and at least part of the low-pressure turbine is arranged in the outer casing on the gas exhaust end side of the inner casing. The low-pressure rotor shaft passes through the inner casing, the low-pressure turbine is connected to the low-pressure compressor through the low-pressure rotor shaft, and the low-pressure turbine drives the low-pressure compressor to rotate through the low-pressure rotor shaft.

2. The variable cycle engine of claim 1, wherein, The adjusting mechanism is a mode conversion valve or an adjustable channel ejector, and at least part of the mode conversion valve or the adjustable channel ejector is connected to the inner casing.

3. The variable cycle engine of claim 2, wherein, The gas flow ratio in the outer channel is greater than or equal to 0% and less than or equal to 100%, and the gas flow ratio in the inner channel is greater than or equal to 0% and less than or equal to 100%.

4. The variable cycle engine of any one of claims 1 to 3, wherein, The high-pressure rotor includes a high-pressure rotor shaft, a high-pressure compressor, and a high-pressure turbine. The high-pressure compressor is located on the gas inlet end side of the inner casing, the high-pressure turbine is located on the gas exhaust end side of the inner casing, the high-pressure compressor and the high-pressure turbine are connected through the high-pressure rotor shaft, and the high-pressure turbine drives the high-pressure compressor to rotate through the high-pressure rotor shaft.

5. The variable cycle engine of claim 4, wherein, The high-pressure rotor shaft is provided with a communication hole extending along the direction of the high-pressure rotor shaft, the low-pressure rotor shaft passes through the communication hole and is arranged in the high-pressure rotor shaft, the high-pressure rotor shaft and the low-pressure rotor shaft are rotationally connected, and the high-pressure rotor shaft and the low-pressure rotor shaft are coaxially arranged.

6. The variable cycle engine of claim 4, wherein, The inner channel combustion chamber is located between the high-pressure turbine and the high-pressure compressor.

7. The variable cycle engine of claim 5, wherein, Further comprising a mixing chamber, an afterburner, and an exhaust nozzle connected in sequence. The mixing chamber is arranged in the outer casing on the gas exhaust end side of the outer channel and the inner channel, and on the gas inlet end side of the low-pressure turbine in the outer casing. The afterburner is located in the outer casing, and the afterburner is located on the gas exhaust end side of the low-pressure turbine in the outer casing. The exhaust nozzle is connected to the outer casing, and the exhaust nozzle is connected to the afterburner to discharge the gas in the afterburner through the exhaust nozzle.

8. An aircraft, characterized in that The variable cycle engine of any one of claims 1-7 is included.

9. A control method of a variable cycle engine, characterized by, The control method is applied to the aircraft of claim 8, and the control method comprises: judging a working mode of the aircraft, the working mode comprising: a first working mode, a second working mode, a third working mode, a fourth working mode and a fifth working mode; if it is judged that the aircraft is in the first working mode, the adjusting mechanism of the variable cycle engine controls the outer duct and the inner duct of the variable cycle engine to open, the outer combustion chamber stops working, and the inner combustion chamber starts working to drive the rotor mechanism to work; if it is judged that the aircraft is in the second working mode, the adjusting mechanism controls the outer duct to close, and the adjusting mechanism controls the inner duct to open, the outer combustion chamber stops working, and the inner combustion chamber starts working to drive the rotor mechanism to work; if it is judged that the aircraft is in the third working mode, the adjusting mechanism controls the outer duct to open, and the adjusting mechanism controls the inner duct to close, the inner combustion chamber stops working, part of the rotor mechanism in the inner casing stops working, and the outer combustion chamber starts working to drive part of the rotor mechanism in the outer casing to work; if it is judged that the aircraft is in the fourth working mode, in the process that the adjusting mechanism controls the outer duct to open and the adjusting mechanism controls the inner duct to close, the inner combustion chamber and the outer combustion chamber both start working to drive the rotor mechanism to work; if it is judged that the aircraft is in the fifth working mode, in the process that the adjusting mechanism controls the inner duct to open and the adjusting mechanism controls the outer duct to close, the inner combustion chamber works, and the outer combustion chamber stops working to drive the rotor mechanism to work.

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