Engine system and aircraft

Abstract

The invention relates to the technical field of engines, and discloses an engine system and an aircraft. The air entraining pipeline is communicated with the air generator; the air entraining pipeline extends in the aircraft; the heat exchanger is matched with part of pipe sections of the air entraining pipeline; the turbofan engine is internally provided with a gas collection chamber, and the turbofan engine further comprises a gas inlet passage, one end of the gas inlet passage is communicated with the gas entraining pipeline, and the other end of the gas inlet passage is communicated with the gas collection chamber; the gas compressor is communicated with the gas collection chamber; according to the engine system, the air generator compresses air, the heat exchanger cools air flow in the air entraining pipeline and the air compressor secondarily compresses air in a matched mode, the ultrahigh pressure ratio is obtained, the oil consumption rate is reduced, a larger space, namely the inner space of an aircraft, is provided for designing the heat exchanger, and the actual application effect is good.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to an engine system and an aircraft. Background Art

[0002] A turbofan engine is a jet engine used in modern aviation. Its basic structure includes a fan, compressor, combustion chamber, turbine, duct and tail nozzle. The turbine is divided into a high-pressure turbine and a low-pressure turbine, which extracts energy from high-temperature combustion gas to drive the compressor and fan.

[0003] In order to further reduce the fuel consumption of turbofan engines, the industry usually adopts the method of increasing the bypass ratio and / or the compressor total pressure ratio.

[0004] In the related art, the fuel consumption rate of a turbofan engine is often reduced by adding a reduction gearbox or a heat exchanger inside the turbofan engine; however, adding a reduction gearbox between the fan and the low-pressure turbine can make the fan and the low-pressure turbine operate at different speeds and increase the bypass ratio, but the introduction of the gearbox increases the overall weight and makes it difficult to lubricate and dissipate heat from the gearbox, limiting its practical application; adding a heat exchanger between the high-pressure and low-pressure compressors can allow the airflow on the outer circumference of the fan to exchange heat with the airflow at the outlet of the low-pressure compressor to reduce the total temperature of the airflow at the inlet of the high-pressure compressor and further improve the design pressure ratio of the high-pressure compressor, but due to the internal space limitations of the engine, the design of the heat exchanger faces problems such as narrow space and complex structure, resulting in greater difficulty in its engineering implementation. Summary of the invention

[0005] In view of this, the present invention provides an engine system and an aircraft to solve the problem that a turbofan engine with an additional reduction gearbox or a heat exchanger has poor practical application effects or a small heat exchange design space.

[0006] In the first aspect, the present invention provides an engine system, comprising: an air generator, suitable for introducing external air and compressing it; an air bleed line, connected to the air generator; the air bleed line is suitable for extending inside the aircraft; a heat exchanger, arranged in cooperation with a partial section of the air bleed line, suitable for cooling the compressed air; a turbofan engine, having an air collecting chamber inside, the turbofan engine also comprising an air intake passage, one end of which is connected to the air bleed line and the other end of which is connected to the air collecting chamber, suitable for introducing the compressed air into the turbofan engine; a compressor, connected to the air collecting chamber, suitable for secondary compression of the air.

[0007] In an optional embodiment, the turbofan engine further includes a baffle cover disposed at the air collecting chamber, the air intake passage passing through the baffle; a fan connected to a first shaft, the first shaft being suitable for driving the fan to rotate so as to introduce an external airflow; wherein the air intake passage is suitable for introducing an internal airflow, and the internal airflow is independent of the external airflow.

[0008] In an optional embodiment, the bleed air pipeline is suitable for extending inside the fuselage and wings of the aircraft; the heat exchanger is arranged inside the wing to cooperate with the pipe section of the bleed air pipeline located inside the wing.

[0009] In an optional embodiment, it also includes a hollow support plate, in which the air intake passage is arranged through the inside; the hollow support plate is arranged at the turbofan engine and passes through the baffle; one end of the hollow support plate is connected to the air bleed pipe, and the other end is connected to the air collecting chamber.

[0010] In an optional embodiment, the gas collecting chamber is arranged around the axis of the first shaft.

[0011] In an optional embodiment, it also includes a combustion chamber connected to the compressor, and the combustion chamber is suitable for mixing the secondary pressurized air with fuel for combustion.

[0012] In an optional embodiment, it also includes a first turbine connected to the combustion chamber; a second turbine located on the side of the first turbine away from the combustion chamber; a second shaft having a hole extending axially therethrough, the second shaft sleeve being arranged on the periphery of the first shaft and spaced apart from the first shaft; wherein the first turbine and the compressor are respectively connected to the second shaft; the second turbine is connected to the first shaft, and the second turbine is suitable for driving the first shaft to rotate.

[0013] In an optional embodiment, it also includes a first rear support plate, which is connected to the second shaft by means of a rotating member and is located beside the fan.

[0014] In an optional embodiment, it further includes a second rear support plate, which is connected to the first shaft via a rotating member and is located on the side of the second turbine away from the first turbine.

[0015] In a second aspect, the present invention further provides an aircraft, comprising: an engine system as described in any one of the above items; a fuselage, an air generator being arranged at the fuselage; and wings connected to the fuselage, a turbofan engine being arranged at the wings.

[0016] Beneficial effects: The air generator introduces external ambient air and performs preliminary compression on it; the bleed air duct serves as a gas circulation duct between the air generator and the turbofan engine, and is bent and extended inside the aircraft; the heat exchanger is installed inside the aircraft and cooperates with part of the bleed air duct to transfer the heat of the airflow to the air, thereby reducing the temperature of the airflow reaching the turbofan engine, thereby reducing the power demand of the compressor, and the interior of the aircraft has a larger heat exchanger accommodation space; the compressor performs secondary compression on the external air, and uses the ultra-high pressure air after the two compressions to provide an ultra-high pressure ratio for the engine system, thereby achieving the purpose of reducing the engine fuel consumption rate.

[0017] Beneficial effects: By combining the air generator to compress the air, the heat exchanger to cool the airflow in the bleed air duct, and the compressor to re-compress the air, an ultra-high pressure ratio is obtained, the fuel consumption rate is reduced, and there is a larger space (inside the aircraft) to design the heat exchanger, which improves the cooling effect of the compressed airflow, thereby reducing the energy required for compressor compression and improving fuel efficiency; instead of adding a reduction gearbox, the overall weight of the turbofan engine does not change much, the actual application effect is good, and the heat exchange design space is large.

[0018] Beneficial effects: The air generator provides an additional, stable and sufficient air source for the turbofan engine through external air supply.

[0019] Beneficial effects: The internal airflow and the external airflow are independent and physically isolated, which prevents the airflow compressed by the fan from affecting the internal compressed airflow; the flow path of the internal compressed airflow is completely closed and isolated from the external airflow, ensuring that the high-pressure characteristics of the internal airflow are not disturbed, reducing energy loss and improving thrust performance.

[0020] Beneficial effects: The heat exchanger can also heat the front section of the aircraft's wings to prevent the wings from icing during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 is a schematic diagram of an engine system of the present invention;

[0023] Figure 2 is a schematic diagram of a turbofan engine of the present invention;

[0024] Figure 3 Schematic diagram of the external airflow and the internal airflow of the present invention;

[0025] Figure 4 It is a side view of the gas collecting chamber of the present invention.

[0026] Description of reference numerals:

[0027] 1. Air generator;

[0028] 2. Air bleed pipe;

[0029] 3. Heat exchanger;

[0030] 4. turbofan engine; 41. baffle; 42. air collecting chamber; 43. compressor; 44. first shaft; 45. combustion chamber; 46. first turbine; 47. second turbine; 48. second shaft; 49. second rear support plate;

[0031] 5. fan; 51. first rear support plate; 52. wing plate;

[0032] 6. Hollow support plate; 61. Air intake passage;

[0033] 7. External airflow;

[0034] 8. Connotative airflow;

[0035] 9. Aircraft; 91. Fuselage; 92. Wings. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0037] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0038] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0040] Combine the following Figures 1 to 4 , describing an embodiment of the present invention.

[0041] According to an embodiment of the present invention, on the one hand, an engine system is provided, comprising: an air generator 1, suitable for introducing and compressing external air; an air bleed line 2, connected to the air generator 1; the air bleed line 2 is suitable for extending inside the aircraft 9; a heat exchanger 3, arranged in cooperation with a partial pipe section of the air bleed line 2, suitable for cooling the compressed air; a turbofan engine 4, having an air collecting chamber 42 inside, the turbofan engine 4 also comprising an air intake passage 61, one end of which is connected to the air bleed line 2, and the other end of which is connected to the air collecting chamber 42, suitable for introducing compressed air into the turbofan engine 4; a compressor 43, connected to the air collecting chamber 42, the compressor 43 is suitable for secondary compression of the air.

[0042] Specifically, the air generator 1 introduces external ambient air and performs preliminary compression on it; the bleed air pipeline 2 serves as a gas circulation pipeline between the air generator 1 and the turbofan engine 4, and is bent and extended inside the aircraft 9; the heat exchanger 3 is installed inside the aircraft 9, and cooperates with a part of the pipe section of the bleed air pipeline 2 to transfer the heat of the airflow to the air, thereby reducing the temperature of the airflow reaching the turbofan engine 4, and thus reducing the power demand of the compressor 43. The interior of the aircraft 9 has a large space for accommodating the heat exchanger 3; the compressor 43 performs secondary compression on the external air, and uses the ultra-high pressure air after the two compressions to provide an ultra-high pressure ratio for the engine system, thereby achieving the purpose of reducing the engine fuel consumption rate.

[0043] The engine system provided in this embodiment achieves an ultra-high pressure ratio by coordinating the arrangement of the air generator 1 to compress the air, the heat exchanger 3 to cool the air flow in the bleed air duct 2, and the compressor 43 to re-compress the air. This reduces the fuel consumption rate and provides a larger space (internal space of the aircraft 9) for designing the heat exchanger 3, thereby improving the cooling effect on the compressed air flow, thereby reducing the energy required for compression by the compressor 43 and improving fuel efficiency. Instead of adding a reduction gearbox, the overall weight of the turbofan engine 4 does not change much, the actual application effect is good, and the heat exchange design space is large.

[0044] In this embodiment, the air generator 1 provides an additional, stable and sufficient air source for the turbofan engine 4 through external air supply.

[0045] Preferably, the compressor 43 is a high-pressure compressor.

[0046] In some embodiments, the turbofan engine 4 also includes a baffle 41, which is covered at the air collecting chamber 42, and the air intake passage 61 is arranged through the baffle 41; the fan 5 is connected to the first shaft 44, and the first shaft 44 is suitable for driving the fan 5 to rotate to introduce an external airflow 7; wherein the air intake passage 61 is suitable for introducing an internal airflow 8, and the internal airflow 8 is independent of the external airflow 7.

[0047] It should be noted that, at the turbofan engine 4, the airflow is divided into an internal airflow 8 and an external airflow 7, which work together to generate thrust; the internal airflow 8 refers to the airflow flowing through the core parts of the engine such as the compressor 43 and the combustion chamber 45, and the external airflow 7 flows through the external duct and does not pass through the core part of the engine.

[0048] Specifically, the internal airflow 8 is generated by the air generator 1, enters the air collecting chamber 42 through the air duct 2 and the air inlet passage 61 for rectification, and then enters the compressor 43 for further compression; the external airflow 7 is generated by the fan 5, and the fan 5 inhales air when the blades rotate, wherein the internal airflow 8 is independent and physically isolated from the external airflow 7, thereby preventing the airflow compressed by the fan 5 from affecting the internal compressed airflow; the flow path of the internal compressed airflow is completely closed and isolated from the external airflow 7, thereby ensuring that the high-pressure characteristics of the internal airflow 8 are not disturbed, reducing energy loss, and improving thrust performance.

[0049] In some embodiments, the bleed air duct 2 is suitable for extending inside the fuselage 91 and the wing 92 of the aircraft 9 ; the heat exchanger 3 is disposed inside the wing 92 to cooperate with the pipe section of the bleed air duct 2 located inside the wing 92 .

[0050] Specifically, the air generator 1 is arranged at the body 91 of the aircraft 9. The air generator 1 can inhale air from the external environment and compress it. At least two bleed air ducts 2 are respectively connected to the air generator 1 and are respectively extended at the body 91 of the aircraft 9 and the wings 92 on both sides. At least two turbofan engines 4 are respectively arranged at the wings 92 on both sides of the aircraft 9 and are respectively connected to the bleed air ducts 2; at least two heat exchangers 3 are respectively arranged at the wings 92 on both sides of the aircraft 9 and are respectively coordinated with the bleed air ducts 2. The bleed air ducts 2 are bent in the wings 92 so that the heat exchangers 3 cooperate with more pipe sections of the bleed air ducts 2 to improve the cooling effect of the airflow.

[0051] Preferably, the heat exchanger 3 can also heat the front section of the wing 92 of the aircraft 9 to prevent the wing 92 from icing during flight.

[0052] In some embodiments, it also includes a hollow support plate 6, in which the air intake passage 61 is arranged through the inside; the hollow support plate 6 is arranged at the turbofan engine 4 and passes through the baffle 41; one end of the hollow support plate 6 is connected to the air bleed pipe 2, and the other end is connected to the air collecting chamber 42.

[0053] Specifically, a channel, namely, an air intake channel, is provided inside the hollow support plate 6. One side of the hollow support plate 6 is connected to the air duct 2, and the other side passes through the baffle 41 and is connected to the air collecting chamber 42. The air collecting chamber 42 is surrounded by a wall body, and the air collecting chamber 42 is arranged around the axis of the first shaft 44, that is, the air collecting chamber 42 is arranged around the periphery of the first shaft 44.

[0054] In some embodiments, it also includes a combustion chamber 45, which is connected to the compressor 43, and the combustion chamber 45 is suitable for mixing the secondary pressurized air with fuel for combustion; a first turbine 46, which is connected to the combustion chamber 45; a second turbine 47, which is located on the side of the first turbine 46 away from the combustion chamber 45; a second shaft 48, which has a hole passing through it in the axial direction, and the second shaft 48 is sleeved on the periphery of the first shaft 44 and is spaced from the first shaft 44; wherein the first turbine 46 and the compressor 43 are respectively connected to the second shaft 48; the second turbine 47 is connected to the first shaft 44, and the second turbine 47 is suitable for driving the first shaft 44 to rotate; a first rear support plate 51, which is connected to the second shaft 48 by means of a rotating member, and is located next to the fan 5; the second rear support plate 49, which is connected to the first shaft 44 by means of a rotating member, and is located on the side of the second turbine 47 away from the first turbine 46.

[0055] It should be noted that the first turbine 46 is a high-pressure turbine, and the second turbine 47 is a low-pressure turbine; the rotating part can be a bearing, the bearing is sleeved on the first shaft 44 or the second shaft 48, and the first rear support plate 51 and the second rear support plate 49 are respectively connected to the bearing.

[0056] Specifically, the internal airflow 8 enters the air collecting chamber 42 through the air inlet passage 61 at the hollow support plate 6 for rectification. After further compression by the compressor 43, it enters the combustion chamber 45 and is mixed with the fuel for combustion to generate high-temperature and high-pressure combustion gas. The high-temperature and high-pressure combustion gas impacts the high-pressure turbine, i.e., the first turbine 46. The first turbine 46 drives the compressor 43 to rotate with the help of the second shaft 48, while the temperature and pressure are reduced. Then, it impacts the low-pressure turbine, i.e., the second turbine 47. The second turbine 47 drives the fan 5 to rotate with the help of the first shaft 44 to do work on the external airflow 7. The internal airflow 8 is mixed with the fuel and burns. After passing through the second rear support plate 49, it is ejected from the rear opening of the turbofan engine 4 to generate thrust. The external airflow 7 is ejected through the fan 5, the hollow support plate 6 and the first rear support plate 51 to generate thrust.

[0057] Optionally, the first rear support plate 51 is connected to a wing plate 52 on a side away from the second shaft 48 , the wing plate 52 is arranged around the fan 5 , and the hollow support plate 6 passes through the wing plate 52 .

[0058] According to an embodiment of the present invention, on the other hand, there is also provided an aircraft 9, comprising an engine system as described in any one of the above items, the aircraft 9 also comprising a fuselage 91, an air generator 1 being arranged at the fuselage 91; wings 92 connected to the fuselage 91, and a turbofan engine 4 being arranged at the wings 92.

[0059] Specifically, the aircraft 9 may be, but is not limited to, an airplane, and wings 92 are respectively provided on both sides of a fuselage 91 , and at least two turbofan engines 4 are respectively provided at the wings 92 on both sides of the fuselage 91 .

[0060] Obviously, the above embodiments are only examples for clear explanation, and are not intended to limit the implementation methods. Although the embodiments of the present invention are described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the present invention.

Claims

1. An engine system, characterized in that: include: An air generator (1) adapted to introduce external air and compress it; An air bleed pipe (2) is connected to the air generator (1); the air bleed pipe (2) is suitable for extending inside the aircraft (9); A heat exchanger (3) is provided in cooperation with a portion of the air bleed pipeline (2) and is suitable for cooling the compressed air; The turbofan engine (4) has an air collecting chamber (42) inside, and the turbofan engine (4) also includes: An air intake passage (61), one end of which is in communication with the air bleed pipe (2) and the other end of which is in communication with the air collecting chamber (42), and is suitable for introducing compressed air into the turbofan engine (4); A compressor (43) is communicated with the air collecting chamber (42), and the compressor (43) is suitable for performing secondary compression on the air.

2. The engine system according to claim 1, characterized in that: The turbofan engine (4) further comprises: A baffle (41) is disposed on the air collecting chamber (42), and the air intake passage (61) is disposed through the baffle (41); A fan (5) is connected to a first shaft (44), wherein the first shaft (44) is adapted to drive the fan (5) to rotate so as to introduce an external airflow (7); The air intake passage (61) is suitable for introducing an internal airflow (8), and the internal airflow (8) is independent of the external airflow (7).

3. The engine system according to claim 1, characterized in that: The bleed air pipeline (2) is suitable for extending and being arranged in the body (91) and the wing (92) of the aircraft (9); The heat exchanger (3) is arranged in the wing (92) to cooperate with the pipe section of the bleed air pipeline (2) located in the wing (92).

4. The engine system according to claim 2, characterized in that: It also includes a hollow support plate (6), the air intake passage (61) being provided therein; the hollow support plate (6) being provided at the turbofan engine (4) and penetrating the baffle plate (41); One end of the hollow support plate (6) is in communication with the air duct (2), and the other end is in communication with the air collecting chamber (42).

5. The engine system according to claim 4, characterized in that: The gas collecting chamber (42) is disposed around the axis of the first shaft (44).

6. The engine system according to claim 2, characterized in that: It also includes a combustion chamber (45) which is connected to the compressor (43), and the combustion chamber (45) is suitable for mixing the secondary pressurized air with fuel for combustion.

7. The engine system according to claim 6, characterized in that: Also included is a first turbine (46) in communication with the combustion chamber (45); a second turbine (47) located on a side of the first turbine (46) away from the combustion chamber (45); A second shaft (48) has a hole extending therethrough in the axial direction, the second shaft (48) is sleeved on the circumference of the first shaft (44) and is spaced apart from the first shaft (44); wherein the first turbine (46) and the compressor (43) are respectively connected to the second shaft (48); The second turbine (47) is connected to the first shaft (44), and the second turbine (47) is suitable for driving the first shaft (44) to rotate.

8. The engine system according to claim 7, characterized in that: It also includes a first rear support plate (51), which is connected to the second shaft (48) by means of a rotating member and is located beside the fan (5).

9. The engine system according to claim 8, characterized in that: It also includes a second rear support plate (49), which is connected to the first shaft (44) by means of a rotating member and is located on the side of the second turbine (47) away from the first turbine (46).

10. An aircraft, characterized in that: include: An engine system as claimed in any one of claims 1 to 9; A machine body (91), wherein the air generator (1) is arranged at the machine body (91); The wing (92) is connected to the fuselage (91), and the turbofan engine (4) is arranged on the wing (92).

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