A medium bypass ratio turbofan engine megawatt power output system

Abstract

The application belongs to the field of aero-engine design and is a megawatt power output system of a medium-bypass-ratio turbofan engine, comprising an air intake branch pipe, a power turbine and a generator; the air intake branch pipe is connected with an outer channel of the engine, the power turbine is connected with the outlet of the air intake branch pipe in a sealing manner, the power turbine is connected with the generator through a power transmission rod, and the generator is provided with a cable connected with airborne high-energy weapons; the gas discharged after the medium-bypass-ratio turbofan engine works is discharged backward through an engine outlet pipeline and enters an exhaust pipeline, the outer channel cooling gas from the outer channel of the engine into the air intake branch pipe drives the power turbine to work and drives the generator to work, the electric energy is transmitted to multiple sets of airborne high-energy weapons, the multiple sets of airborne high-energy weapons enable the airplane to have the ability of external attack and self-defense, and the medium-bypass-ratio turbofan engine works stably and is not affected by the power turbine generation.

Description

Technical Field

[0001] This application belongs to the field of aero-engine design, and specifically relates to a megawatt-level power output system for a medium bypass ratio turbofan engine. Background Technology

[0002] Looking ahead to future air combat missions, the demand for high-energy weapons such as lasers and beam weapons will continue to increase. This is to enable aircraft to possess uninterrupted self-defense capabilities throughout their entire flight, regardless of the number of weapons they can carry, as well as high-frequency external strike capabilities, thereby significantly improving their combat effectiveness and enhancing their survivability. When an aircraft is equipped with multiple sets of high-energy weapons, it needs to extract enormous power from its aero-engines—at least one megawatt, and sometimes several megawatts—to meet the uninterrupted demands of the high-energy weapon family and achieve a generational leap in combat effectiveness. However, aero-engines often struggle to extract such large amounts of power. Even extracting one megawatt can affect the engine's stability margin and create complex thermal management problems, making the extraction of multiple megawatts even more difficult. Therefore, a novel solution is needed. Summary of the Invention

[0003] The purpose of this application is to provide a megawatt-level power output system for a medium bypass ratio turbofan engine to solve the problem that existing aero engines are difficult to stably output megawatt-level power.

[0004] The technical solution of this application is: a megawatt-level power output system for a medium-bypass turbofan engine, connected to a medium-bypass turbofan engine, wherein the outlet of the medium-bypass turbofan engine is provided with an engine outlet pipe, and the outlet of the engine outlet pipe is connected to an exhaust pipe, including an intake manifold, a power turbine, and a generator; the intake manifold is sealed to the outer bypass channel of the engine, the power turbine is sealed to the outlet of the intake manifold, the power output end of the power turbine is connected to a power transmission rod, the generator is located on one side of the intake manifold and the generator is connected to the power transmission rod, and the generator is provided with a cable connected to an airborne high-energy weapon.

[0005] Preferably, an intermittent booster stage is provided at the inlet end of the engine internal passage, and a clutch mechanism is provided between the intermittent booster stage and the adjacent fan rotor. When the airborne high-energy weapon is working, the clutch mechanism controls the intermittent booster stage to connect with the adjacent fan rotor to form a low-pressure rotor; when the airborne high-energy weapon is not working, the clutch mechanism controls the intermittent booster stage to separate from the adjacent fan rotor to form guide vanes.

[0006] Preferably, the intermittent booster stage includes a rotor disk and an intermittent booster rotor disposed on the rotor disk. A bearing is connected between the rotor disk and the low-pressure shaft. The clutch mechanism includes a friction plate and a pressure plate. The friction plate is disposed on the fan rotor, and the pressure plate is disposed on the rotor disk. Both the friction plate and the pressure plate are hollow structures. An actuator cylinder is disposed inside the rotor disk. The piston rod of the actuator cylinder is connected to the pressure plate, and the actuator cylinder can drive the pressure plate to move along the engine axis.

[0007] Preferably, an opening controller is provided at the inlet of the air intake manifold, and the opening controller is connected to the aircraft's flight control system via a cable.

[0008] Preferably, the rear end of the power turbine is connected to a branch exhaust pipe, and the branch exhaust pipe is sealed to the power turbine.

[0009] Preferably, the branch exhaust pipe has an S-bend design.

[0010] Preferably, multiple sets of the intake manifold, power turbine, and generator are provided, and these multiple sets of intake manifold, power turbine, and generator are symmetrically arranged along the axial direction of the aircraft body.

[0011] As one specific implementation, a method for achieving megawatt-level power output of a medium bypass ratio turbofan engine includes:

[0012] Receive the current engine output command, determine whether to start the airborne high-energy weapon, if so, determine the type of airborne high-energy weapon to be started, and calculate the energy required for the airborne high-energy weapon to work based on the type of airborne high-energy weapon;

[0013] The opening degree of the control unit is calculated based on the energy required by the airborne high-energy weapon, and the control unit is opened to the specified opening degree. At the same time, the actuator is controlled to work, driving the rotor blade disk to connect with the fan rotor, and the intermittent pressurization stage rotates to increase the temperature and pressure of the high-temperature internal gas.

[0014] The angle of the intermittent turbocharger rotor is adjusted by the linkage ring, and then the increase in fuel input in the high-pressure turbine rotor and the low-pressure turbine rotor is determined according to the required engine state. The fuel supply system is then controlled to supply fuel to the high-pressure turbine rotor and the low-pressure turbine rotor according to the increased fuel input.

[0015] This application discloses a megawatt-level power output system for a medium-bypass turbofan engine, comprising an intake manifold, a power turbine, and a generator. The intake manifold is connected to the engine's outer bypass duct, and the power turbine is sealed to the outlet of the intake manifold. The power turbine is connected to the generator via a power transmission rod, and the generator is equipped with a cable for connection to airborne high-energy weapons. After the medium-bypass turbofan engine operates, the exhaust gas is discharged rearward through the engine outlet pipe and enters the exhaust pipe. The outer bypass cooling gas entering the intake manifold from the engine's outer bypass duct drives the power turbine to operate, which in turn drives the generator to operate, transmitting electrical energy to multiple sets of airborne high-energy weapons. This enables the aircraft to possess the capability for external attack and self-defense. The operation of the medium-bypass turbofan engine is not affected by the power generation of the power turbine, ensuring stable operation. Attached Figure Description

[0016] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this application.

[0017] Figure 1 This is a top view of the overall structure of this application;

[0018] Figure 2 This is a rear view of the overall structure of this application.

[0019] 1. Aircraft fuselage; 2. Medium bypass turbofan engine; 3. Power turbine; 4. Generator; 5. Airborne high-energy weapon; 6. Engine air intake; 7. Engine outlet pipe; 8. Intake manifold; 9. Power transmission rod; 10. Cable; 11. Exhaust pipe; 12. Branch exhaust pipe; 13. Outer bypass channel; 14. Intermittent supercharger stage; 15. Clutch mechanism. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings.

[0021] A megawatt-level power output system for a medium bypass ratio turbofan engine, such as Figure 1 and Figure 2 As shown, the aircraft fuselage 1 is designed with a medium-bypass turbofan engine 2. The system is connected to the medium-bypass turbofan engine 2. The medium-bypass turbofan engine 2 has an engine air inlet 6 at its inlet and an engine outlet pipe 7 at its outlet. An exhaust pipe 11 is connected to the outlet of the engine outlet pipe 7. The exhaust pipe 11 is specifically a nozzle.

[0022] It includes an intake manifold 8, a power turbine 3, and a generator 4; the intake manifold 8 is sealed to the outer bypass channel 13 of the engine, the outer bypass channel 13 is provided inside the outer bypass of the engine, the power turbine 3 is sealed to the outlet of the intake manifold 8, the power output end of the power turbine 3 is connected to a power transmission rod 9, the generator 4 is located on one side of the intake manifold 8 and the generator 4 is connected to the power transmission rod 9, and the generator 4 is provided with a cable 10 connected to the airborne high-energy weapon 5.

[0023] When the medium-bypass turbofan engine 2 is working, it takes in air through the engine intake port 6. After the medium-bypass turbofan engine 2 is working, the exhaust gas is discharged to the rear through the engine outlet pipe 7, providing most of the thrust to the engine. The outer bypass channel 13 extracts a small amount of outer bypass cooling air into the intake branch pipe 8 and drives the drive power turbine 3. When the power turbine 3 is working, it drives the generator 4 through the power transmission rod 9. The generator 4 transmits the generated electrical energy to multiple sets of airborne high-energy weapons 5 through multiple cables 10. The multiple sets of airborne high-energy weapons 5 ensure that the aircraft has the ability to continuously and uninterruptedly attack and defend itself throughout the entire flight, and incidentally provide a small amount of thrust to the aircraft.

[0024] When a small amount of gas is extracted from the bypass channel 13, the amount of gas discharged from the main engine outlet nozzle is reduced, resulting in a loss of engine thrust. However, thrust is maintained by increasing the engine turbine inlet temperature, improving engine operating conditions, and increasing exhaust temperature. When the exhaust temperature is increased, the airflow used to drive the power turbine 3 and thus the generator 4 is drawn from the bypass channel 13, thereby avoiding the problem of the deterioration of the power generation equipment's operating environment when the engine operating conditions are improved.

[0025] Based on actual needs, the amount of bleed air from the outer bypass channel 13 and the status of the engine are adjusted to maintain the aircraft's flight quality and ensure the working environment of the power generation equipment. This enables the aircraft to have a power output capacity of megawatts or more, up to tens of megawatts in total. Furthermore, without affecting the stable operation of the engine, it ensures that multiple sets of airborne high-energy weapons 5 have the ability to strike targets in the air, at sea, and on the ground, as well as the ability to defend against external saturation attacks throughout the entire flight path.

[0026] Based on actual needs, the ratio of exhaust gas and bypass cooling gas discharged through the main exhaust port and branch exhaust ports is determined, thereby controlling the proportion of thrust and power output to the aircraft.

[0027] At the same time, mechanical isolation is achieved. There is no mechanical contact between the power turbine 3 and the medium-bypass turbofan engine 2, so there will be no similar influence, and no comprehensive thermal management problems will arise, thus ensuring the operational stability of the medium-bypass turbofan engine 2.

[0028] The gas and the outer duct cooling gas are discharged through different pipes, which reduces the total amount of heat generated by the gas under the same area at the outlet of the exhaust pipe 11, thereby improving the infrared stealth capability to a certain extent.

[0029] Preferably, an opening controller is provided at the inlet of the intake manifold 8, and the opening controller is connected to the aircraft's flight control system via cable 10. Given the known displacement of the medium-bypass turbofan engine 2, the amount of bypass cooling air entering the intake manifold 8 can be freely selected according to current flight requirements. While ensuring stable flight, as much bypass cooling air as possible is delivered to the intake manifold 8 to power the turbine 3 and generate electricity in conjunction with the generator 4. For example, if the aircraft can currently achieve a maximum speed of Mach 1.5, and if the onboard high-energy weapon 5 needs to operate, it is determined that Mach 1.2 is sufficient to meet the current flight requirements. In this case, the opening controller is opened, adjusting the opening size of the intake manifold 8 to deliver bypass cooling air corresponding to Mach 0.3 to the intake manifold 8, without affecting the normal operation of the medium-bypass turbofan engine 2.

[0030] Preferably, since extracting a portion of the bypass cooling air would affect the engine's own power, an intermittent booster stage 14 is provided at the inlet end of the engine's internal cooling channel. A clutch mechanism 15 is provided between the intermittent booster stage 14 and the adjacent fan rotor. When the airborne high-energy weapon 5 is working, the clutch mechanism 15 controls the intermittent booster stage 14 to connect with the adjacent fan rotor to form a low-pressure rotor, thereby increasing the temperature and pressure of the high-temperature internal cooling air, improving the engine turbine inlet temperature, engine operating status, and exhaust temperature, so that the engine can operate in a normal or near-normal state. When the airborne high-energy weapon 5 is not working, the clutch mechanism 15 controls the intermittent booster stage 14 to separate from the adjacent fan rotor to form guide vanes.

[0031] The intermittent booster stage 14 includes a rotor disk and an intermittent booster rotor disposed on the rotor disk. A bearing is connected between the rotor disk and the low-pressure shaft. The clutch mechanism 15 includes a friction plate and a pressure plate. The friction plate is disposed on the fan rotor, and the pressure plate is disposed on the rotor disk. Both the friction plate and the pressure plate are hollow structures. An actuator is disposed inside the rotor disk. The piston rod of the actuator is connected to the pressure plate, and the actuator can drive the pressure plate to move along the engine axis.

[0032] This design enables the engine to effectively allocate internal energy to the high-energy weapon function when it is necessary to launch the airborne high-energy weapon, while the aero engine can operate in the required normal state.

[0033] Preferably, a branch exhaust pipe 12 is connected to the rear end of the power turbine 3, and the branch exhaust pipe 12 is sealed to the power turbine 3. By providing the branch exhaust pipe 12, the working bypass cooling air of the power turbine 3 can be discharged from the tail of the aircraft. Specifically, the branch exhaust pipe 12 can be a nozzle, and can also provide a small amount of power to the aircraft.

[0034] Meanwhile, by controlling the different exhaust volumes of the two sets of branch exhaust pipes 12, control of aircraft yaw and other functions can be achieved. The specific exhaust volume is achieved by controlling the opening size of the branch exhaust pipe 12 through the opening controller. Furthermore, since the branch exhaust pipe 12 is located outside the adjacent exhaust pipe 11, it is more efficient in yaw control than in controlling the exhaust volume of the exhaust branch pipe.

[0035] Preferably, the branch exhaust pipe 12 has an S-bend structure design, which ensures that the exhaust position of the branch exhaust pipe 12 has strong radar stealth capability.

[0036] Preferably, multiple sets of air intake manifold 8, power turbine 3 and generator 4 are provided. The multiple sets of air intake manifold 8, power turbine 3 and generator 4 are symmetrically arranged along the axis of the aircraft body 1. This design ensures that the two sides of the aircraft will not be unstable due to weight imbalance.

[0037] Preferably, the system also includes a pipe support device and a turbine support device. The pipe support device is connected to the intake branch pipe 8 via a hoisting structure, and the turbine support device is connected to the power turbine 3 via a hoisting structure. The pipe support device and turbine support device can employ conventional hoisting structures in the art, ensuring stable operation of the intake branch pipe 8 and preventing vibration or misalignment of the power turbine 3. Furthermore, it has the capability to adjust the installation and fixing method according to the actual needs of the aircraft.

[0038] As one specific implementation, it also includes a method for achieving megawatt-level power output of a medium bypass ratio turbofan engine, comprising:

[0039] Receive the current engine output command, determine whether to start the airborne high-energy weapon 5, if so, determine the type of the airborne high-energy weapon 5 to be started, and calculate the energy required for the airborne high-energy weapon 5 to work according to the type of the airborne high-energy weapon 5.

[0040] The opening degree of the opening controller is calculated based on the energy required by the airborne high-energy weapon 5, and the opening degree controller is opened to the specified opening degree. At the same time, the actuator is controlled to work, driving the rotor blade disk to connect with the fan rotor, and the intermittent pressurization stage 14 rotates to increase the temperature and pressurize the high-temperature internal gas.

[0041] The angle of the intermittent turbocharger rotor is adjusted by the linkage ring, and then the increase in fuel input in the high-pressure turbine rotor and the low-pressure turbine rotor is determined according to the required engine state. The fuel supply system is then controlled to supply fuel to the high-pressure turbine rotor and the low-pressure turbine rotor according to the increased fuel input.

[0042] This design allows for the determination of the amount of external cooling gas extracted from the engine based on the specific operational requirements of the airborne high-energy weapon 5. Then, by increasing the temperature and pressure of the high-temperature internal gas, the turbine inlet temperature is increased, thereby improving the engine's operating status and exhaust temperature, ensuring that the aero engine can operate in a normal or near-normal state.

[0043] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A megawatt-level power output system for a medium-bypass turbofan engine, connected to a medium-bypass turbofan engine (2), wherein the medium-bypass turbofan engine (2) has an engine outlet pipe (7) at its outlet, and an exhaust pipe (11) is connected to the outlet of the engine outlet pipe (7), characterized in that: It includes an intake manifold (8), a power turbine (3), and a generator (4); the intake manifold (8) is sealed to the outer bypass channel (13) of the engine, the power turbine (3) is sealed to the outlet of the intake manifold (8), the power output end of the power turbine (3) is connected to a power transmission rod (9), the generator (4) is located on one side of the intake manifold (8) and the generator (4) is connected to the power transmission rod (9), and the generator (4) is provided with a cable (10) connected to the airborne high-energy weapon (5); An intermittent booster stage (14) is provided at the inlet end of the engine internal passage. A clutch mechanism (15) is provided between the intermittent booster stage (14) and the adjacent fan rotor. When the airborne high-energy weapon (5) is working, the clutch mechanism (15) controls the intermittent booster stage (14) to connect with the adjacent fan rotor to form a low-pressure rotor. When the airborne high-energy weapon (5) is not working, the clutch mechanism (15) controls the intermittent booster stage (14) to separate from the adjacent fan rotor to form guide vanes. The intermittent boost stage (14) includes a rotor disk and an intermittent boost rotor disposed on the rotor disk. A bearing is connected between the rotor disk and the low-pressure shaft. The clutch mechanism (15) includes a friction plate and a pressure plate. The friction plate is disposed on the fan rotor, and the pressure plate is disposed on the rotor disk. Both the friction plate and the pressure plate are hollow structures. An actuator cylinder is disposed inside the rotor disk. The piston rod of the actuator cylinder is connected to the pressure plate, and the actuator cylinder can drive the pressure plate to move along the engine axis.

2. The megawatt-level power output system for a medium bypass ratio turbofan engine as described in claim 1, characterized in that: An opening controller is provided at the inlet of the air intake manifold (8), and the opening controller is connected to the aircraft's flight control system via a cable (10).

3. The megawatt-level power output system for a medium bypass ratio turbofan engine as described in claim 1, characterized in that: The rear end of the power turbine (3) is connected to a branch exhaust pipe (12), which is sealed to the power turbine (3).

4. The megawatt-level power output system for a medium bypass ratio turbofan engine as described in claim 3, characterized in that: The branch exhaust pipe (12) has an S-bend structure design.

5. The megawatt-level power output system for a medium bypass ratio turbofan engine as described in claim 1, characterized in that: The intake manifold (8), power turbine (3) and generator (4) are each provided in multiple sets, and the multiple sets of intake manifold (8), power turbine (3) and generator (4) are symmetrically arranged along the axial direction of the aircraft body (1).

6. A method for achieving megawatt-level power output in a medium bypass ratio turbofan engine, characterized in that, include: Receive the current engine output command, determine whether to start the airborne high-energy weapon (5), if so, determine the type of the airborne high-energy weapon (5) to be started again, and calculate the energy required for the airborne high-energy weapon (5) to work according to the type of the airborne high-energy weapon (5); The opening degree of the opening degree controller is calculated based on the energy required by the airborne high-energy weapon (5), and the opening degree controller is opened to the specified opening degree. At the same time, the actuator is controlled to work, driving the rotor blade disk to connect with the fan rotor, and the intermittent booster stage (14) rotates and heats and pressurizes the high-temperature internal gas. The angle of the intermittent turbocharger rotor is adjusted by the linkage ring, and then the increase in fuel input in the high-pressure turbine rotor and the low-pressure turbine rotor is determined according to the required engine state. The fuel supply system is then controlled to supply fuel to the high-pressure turbine rotor and the low-pressure turbine rotor according to the increased fuel input.

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