Turbojet engine lubrication chamber structure

Abstract

This application discloses a turbojet engine lubrication chamber structure, including a rotor main shaft, bushing, front bearing, rear bearing, turbine, and dry oil sump. The front and rear bearings are arranged axially along the rotor main shaft to support it. The front bearing is located in the front bearing cavity, and the rear bearing is located in the rear bearing cavity. The bushing is sleeved on the outside of the front and rear bearings, and the turbine is located on the side of the rear bearing away from the front bearing. A graphite dynamic seal structure is provided in the bushing, located on the side of the rear bearing facing the turbine. A rear vent hole is provided on the bushing corresponding to the rear bearing cavity, which provides sealing gas to the graphite dynamic seal structure. The dry oil sump is connected to the rear bearing cavity and is used to recover the fuel used for lubricating and cooling the rear bearing. The dry oil sump is also connected to the fuel tank so that the recovered fuel flows back into the fuel tank, thereby reducing fuel consumption and improving driving range and engine life.

Description

Technical Field

[0001] This application relates to the field of turbojet engine technology, and in particular to a structure for a turbojet engine lubricating oil chamber. Background Technology

[0002] Small turbojet engines, with their core advantages such as small size, lightweight structure, and moderate thrust-to-weight ratio, have become a rising star in the civilian market and are widely used in civil aviation, short-haul special flights, and high-end model aircraft.

[0003] Existing small turbojet engines consume fuel to lubricate and cool the bearings, and the fuel used for lubrication and cooling is directly discharged. This results in a high fuel consumption rate per unit thrust, and excessive fuel consumption for the same thrust, which seriously restricts the range and flight time of the equipment and cannot meet the needs of long-endurance flight. Summary of the Invention

[0004] To solve the above-mentioned technical problems, or at least partially solve them, embodiments of this application provide a turbojet engine lubrication chamber structure that can reduce fuel consumption and improve driving range and engine life.

[0005] This application provides a turbojet engine lubrication chamber structure, including a rotor main shaft, a bushing, a front bearing, a rear bearing, a turbine, and a dry oil sump. The front bearing and the rear bearing are arranged axially along the rotor main shaft to support it. The front bearing is located within a front bearing cavity, and the rear bearing is located within a rear bearing cavity. The bushing is sleeved on the outside of the front and rear bearings, and the turbine is located on the side of the rear bearing away from the front bearing. A graphite dynamic seal structure is provided within the bushing, located on the side of the rear bearing facing the turbine. A rear vent hole is provided on the bushing corresponding to the rear bearing cavity, which provides sealing gas to the graphite dynamic seal structure. The dry oil sump is connected to the rear bearing cavity and is used to recover fuel used for lubricating and cooling the rear bearing. The dry oil sump is also connected to a fuel tank so that the recovered fuel flows back into the fuel tank.

[0006] Optionally, the oil return pipe of the turbojet engine further includes an oil return pipe, one end of which is connected to the dry oil sump, and the other end of which is connected to the fuel tank.

[0007] Optionally, the turbojet engine lubricating oil chamber structure further includes a return oil pump, which is connected to the return oil pipe and is used to drive the fuel in the dry oil sump to flow back to the fuel tank.

[0008] Optionally, the bushing is provided with an oil return channel at the position corresponding to the rear bearing cavity, and the dry oil sump is connected to the rear bearing cavity through the oil return channel.

[0009] Optionally, the graphite dynamic seal structure includes a metal dynamic ring, a graphite stationary ring, a metal retainer, and a cover plate; the metal dynamic ring is connected to the side of the rear bearing facing the turbine, the graphite stationary ring is mounted on the metal retainer and is opposite to the metal dynamic ring to form a sealing surface; the cover plate is connected to the bushing to press the metal retainer.

[0010] Optionally, a first sealing ring is provided between the cover plate and the metal card holder.

[0011] Optionally, there are multiple rear air vents, which are arranged at intervals along the circumference of the bushing.

[0012] Optionally, the bushing is provided with a weight-reducing section at the position corresponding to the rear bearing.

[0013] Optionally, the bushing is further provided with a front grate sealing structure, which is located on the side of the front bearing away from the rear bearing; the bushing is provided with a front air vent at the position corresponding to the front bearing cavity to provide sealing gas to the front grate sealing structure.

[0014] Optionally, the front grate sealing structure includes a rotating ring portion and a stationary ring portion; the rotating ring portion has two annular teeth arranged along the axial direction of the engine, the rotating ring portion is connected to the rotor main shaft, and the stationary ring portion surrounds the outer side of the rotating ring portion in the radial direction and is connected to the inner wall of the bushing; there is a gap between the stationary ring portion and the rotating ring portion, and the front vent is used to provide sealing gas to the gap.

[0015] This embodiment of the application incorporates a graphite dynamic seal structure within the bushing, positioned on the turbine-facing side of the rear bearing. A rear bleed port is provided in the bushing at the location corresponding to the rear bearing cavity to supply sealing gas to the graphite dynamic seal structure, effectively preventing leakage of lubricating and cooling fuel from the rear bearing cavity. Simultaneously, a dry oil sump connected to the rear bearing cavity and linked to the fuel tank allows for the recovery of fuel used for lubricating and cooling the rear bearing, which is then recycled back to the fuel tank for reuse. This avoids the direct discharge of lubricating and cooling fuel, preventing fuel waste. Therefore, while meeting the lubrication and cooling requirements of the rear bearing, the fuel consumption rate per unit thrust of the turbojet engine is significantly reduced. Under the same thrust, fuel consumption is drastically reduced, effectively extending the aircraft's range and endurance, meeting the requirements for long-endurance flight, and improving the overall combustion efficiency of the engine.

[0016] The combination of the graphite dynamic seal structure and the rear bleed port can prevent backflow of high-temperature gas, prevent fuel leakage to the turbine side, avoid abnormal rise in turbine temperature caused by secondary combustion of fuel on the turbine side, thereby reducing the thermal load and thermal fatigue damage of the turbine, improving combustion efficiency, and extending the service life of the turbine and the entire engine. Attached Figure Description

[0017] Figure 1 This is a partial structural diagram of the oil chamber structure of a turbojet engine according to an embodiment of this application; Figure 2 for Figure 1 A schematic diagram of the cross-sectional structure; Figure 3 for Figure 2 Enlarged view of the structure at point I in the middle; Figure 4 for Figure 2 Enlarged view of the structure at point A in the middle; Figure 5 This is a partial enlarged view of the graphite dynamic seal structure, rear bearing, bushing, and dry oil sump of the turbojet engine lubrication chamber structure according to an embodiment of this application.

[0018] Explanation of reference numerals in the attached figures: 1. Front bearing; 2. Rear bearing; 3. Bushing; 30. Rear vent; 31. Oil return channel; 32. Weight reduction section; 4. Graphite dynamic seal structure; 41. Metal dynamic ring; 42. Graphite stationary ring; 43. Metal retainer; 44. Cover plate; 45. First sealing ring; 46. Second sealing ring; 5. Dry oil sump; 6. Oil return pipe; 7. Front grate sealing structure; 71. Dynamic ring section; 711. Annular teeth; 72. Stationary ring section. Detailed Implementation

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present application, not the entire structure.

[0020] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to". The concepts of "first," "second," etc., used in this application are only used to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies. It should be noted that the modifications "a" or "a plurality of" used in this application are illustrative rather than restrictive, and those skilled in the art should understand that, unless explicitly stated in the context, they should be understood as "one or more".

[0021] Reference Figures 1 to 5 As shown in the figure, this application provides a turbojet engine lubricating oil chamber structure, including: a casing, a compressor, a rotor main shaft, a bushing 3, a front bearing 1, a rear bearing 2, and a turbine.

[0022] The rotor main shaft extends along the axial direction of the engine. The front bearing 1 and the rear bearing 2 are arranged along the axial direction of the rotor main shaft and are respectively sleeved on the rotor main shaft to support the rotor main shaft and ensure the smooth operation of the rotor main shaft.

[0023] The front bearing 1 is located inside the front bearing cavity, the rear bearing 2 is located inside the rear bearing cavity, and the bushing 3 is fitted onto the outside of the front bearing 1 and the rear bearing 2. It can be understood that the inner wall of the bushing 3 mates with the outer ring of the front bearing 1 and the rear bearing 2, and the outer wall of the bushing 3 mates with the casing.

[0024] The compressor is located on the side of the front bearing 1 furthest from the rear bearing 2. The turbine is located on the side of the rear bearing 2 furthest from the front bearing 1. That is, the rear bearing 2 is close to the high-temperature turbine region of the engine. To ensure that the rear bearing 2 operates normally under high-speed and high-temperature conditions, it needs to be continuously supplied with fuel. As a lubricating and cooling medium, fuel can reduce friction and wear, and can absorb the heat of the rear bearing 2, preventing it from overheating and failing.

[0025] The bushing 3 is provided with a graphite dynamic seal structure 4, which is located on the side of the rear bearing 2 facing the turbine. The bushing 3 is provided with a rear air vent 30 at the position corresponding to the rear bearing cavity. The rear air vent 30 is used to provide sealing gas to the graphite dynamic seal structure 4.

[0026] In other words, gas enters the area around the graphite dynamic seal structure 4 from the rear air vent 30, providing the required sealing pressure difference for the graphite dynamic seal structure 4, forming a protective gas layer between the graphite dynamic seal structure 4 and the turbine, preventing fuel leakage from the rear bearing cavity to the turbine side, and simultaneously preventing high-temperature gas backflow.

[0027] The dry oil tank 5 is connected to the rear bearing cavity. The dry oil tank 5 is used to recover the fuel used to lubricate and cool the rear bearing 2. The dry oil tank 5 is also connected to the fuel tank so that the recovered fuel can flow back into the fuel tank.

[0028] For example, after lubricating and cooling the rear bearing 2, the fuel flows to the bottom of the rear bearing cavity, then enters the dry oil sump 5, and finally flows back to the fuel tank through the dry oil sump 5. The fuel that flows back to the fuel tank can be supplied to the combustion chamber of the engine again as fuel, or it can be supplied to the rear bearing 2 again for lubrication and cooling, thus realizing the recycling of fuel.

[0029] The turbojet engine lubrication chamber structure provided in this application embodiment, by setting a graphite dynamic seal structure 4 in the bushing 3, with the graphite dynamic seal structure 4 located on the turbine-facing side of the rear bearing 2, and by opening a rear bleed port 30 at the position of the bushing 3 corresponding to the rear bearing chamber to provide sealing gas to the graphite dynamic seal structure 4, effectively prevents the leakage of lubricating and cooling fuel to the outside of the rear bearing chamber; at the same time, by setting a dry oil sump 5 connected to the rear bearing chamber and connecting the dry oil sump 5 to the fuel tank, the fuel used for lubricating and cooling the rear bearing 2 can be recovered and returned to the fuel tank for recycling, avoiding the situation of directly discharging the lubricating and cooling fuel, which would lead to fuel waste. Thus, while meeting the lubrication and cooling requirements of the rear bearing 2, it significantly reduces the fuel consumption rate per unit thrust of the turbojet engine, greatly reduces fuel consumption under the same thrust, effectively extends the range and endurance of the aircraft, meets the use requirements of long-endurance flight, and improves the overall combustion efficiency of the engine.

[0030] In addition, the combination of the graphite dynamic seal structure 4 and the rear air vent 30 can prevent the backflow of high-temperature gas, prevent fuel leakage to the turbine side, avoid abnormal rise in turbine temperature caused by secondary combustion of fuel on the turbine side, thereby reducing the thermal load and thermal fatigue damage of the turbine, improving combustion efficiency, and extending the service life of the turbine and the entire engine.

[0031] Reference Figure 5 As shown, in some embodiments, the oil return pipe 6 of the turbojet engine lubricating chamber structure also includes an oil return pipe 6, one end of which is connected to the dry oil sump 5, and the other end of which is connected to the fuel tank.

[0032] For example, the return oil pipe 6 can be made of oil-resistant rubber hose, metal hose, etc., and its specific material and specifications can be set according to the engine's fuel flow and pressure requirements.

[0033] By setting up a return oil pipe 6, with one end connected to the dry oil sump 5 and the other end connected to the fuel tank, a dedicated return channel is provided for the fuel collected in the dry oil sump 5, allowing the fuel to flow smoothly back from the dry oil sump 5 to the fuel tank, thus ensuring the reliability of the fuel recovery cycle.

[0034] In some embodiments, the oil chamber structure of the turbojet engine further includes a return oil pump, which is connected to the return oil pipe 6 and is used to drive the fuel in the dry oil sump 5 back to the fuel tank.

[0035] For example, the inlet of the return pump can be connected to a section of the return pipe 6 near the dry sump 5, and the outlet of the return pump can be connected to a section of the return pipe 6 near the fuel tank. When the return pump starts, it generates a negative pressure at the inlet side, drawing fuel from the dry sump 5 into the return pump. After being pressurized by the return pump, the fuel is discharged from the outlet and pumped into the fuel tank through the return pipe 6.

[0036] The return oil pump, for example, is a miniature electric return oil pump, suitable for installation in the limited space of a small turbojet engine. The start and stop of the return oil pump can be automatically controlled by the engine's control system based on engine operating status and the fuel level signal in the dry fuel sump 5. For example, when the fuel collected in the dry fuel sump 5 reaches a preset level, the control system controls the return oil pump to start. When the fuel level in the dry fuel sump 5 drops to a preset low limit, the control system controls the return oil pump to stop, preventing the return oil pump from running dry.

[0037] By installing a return oil pump, the fuel in the dry fuel sump 5 is driven to flow back to the fuel tank, making the fuel recovery process independent of gravity or pressure difference. This further ensures smooth fuel return, improving the flow smoothness and recovery efficiency. Furthermore, by controlling the return oil pump, fuel displacement can be flexibly adjusted, further reducing energy consumption.

[0038] Reference Figure 5 As shown, in some embodiments, the bushing 3 is provided with an oil return channel 31 at the position corresponding to the rear bearing cavity, and the dry oil pool 5 is connected to the rear bearing cavity through the oil return channel 31.

[0039] By setting an oil return channel 31 at the position of the bushing 3 corresponding to the rear bearing cavity, and connecting the dry oil sump 5 to the rear bearing cavity through the oil return channel 31, a dedicated path is provided for the fuel in the rear bearing cavity to enter the dry oil sump 5, so that the fuel can flow directly from the rear bearing cavity into the dry oil sump 5, avoiding the accumulation of fuel in the cavity or leakage along an unexpected path.

[0040] For example, the number of return oil channels 31 can be one or more, depending on actual needs.

[0041] Combination Figure 2 , Figure 4 and Figure 5 As shown, in some embodiments, the graphite dynamic sealing structure 4 includes a metal dynamic ring 41, a graphite stationary ring 42, a metal retainer 43, and a cover plate 44.

[0042] The metal moving ring 41 is connected to the turbine-facing side of the rear bearing 2, and the graphite stationary ring 42 is mounted on the metal retainer 43 and faces the metal moving ring 41 to form a sealing surface. The cover plate 44 is connected to the bushing 3 to press the metal retainer 43 tightly.

[0043] Specifically, the metal moving ring 41 is connected to the inner ring of the bearing. As the inner ring of the bearing rotates, the graphite stationary ring 42 remains stationary. The end faces of the two contact to form the main sealing surface, which effectively prevents fuel from leaking or escaping axially towards the turbine side.

[0044] The metal bracket 43 primarily serves to fix and support the graphite stationary ring 42, and directly bears the pressure provided by the spring and wave spring transmitted to the graphite stationary ring 42. The cover plate 44 serves to press the entire graphite dynamic sealing structure 4 tightly.

[0045] For example, the graphite stationary ring 42 is mounted on the metal bracket 43 by screws or the like, and the cover plate 44 is connected to the bushing 3 by fasteners such as bolts.

[0046] Continue to refer to Figure 5 As shown, in some embodiments, a first sealing ring 45 is provided between the cover plate 44 and the metal bracket 43. By providing the first sealing ring 45 between the cover plate 44 and the metal bracket 43, a secondary seal is provided for the mating gap between the cover plate 44 and the metal bracket 43, further improving the sealing performance and compression effect between the cover plate 44 and the metal bracket 43, preventing fuel leakage and escape from the gap, and further improving the overall sealing performance of the graphite dynamic seal assembly.

[0047] For example, the first sealing ring 45 can be a silicone ring or a rubber ring, etc.

[0048] In addition, refer to Figure 5 As shown, a second sealing ring 46 can also be provided between the cover plate 44 and the bushing 3, which further improves the sealing performance and connection reliability between the cover plate 44 and the bushing 3.

[0049] For example, the second sealing ring 46 can be a silicone ring or a rubber ring, etc.

[0050] By providing a first sealing ring 45 and a second sealing ring 46, a secondary sealing effect is provided to further prevent fuel splashed onto the metal moving ring 41 from escaping.

[0051] Reference Figure 1 As shown, in some embodiments, there are multiple rear air vents 30, and the multiple rear air vents 30 are arranged at intervals along the circumference of the bushing 3.

[0052] By setting multiple rear air vents 30 and arranging them at intervals along the circumference of the bushing 3, the sealing gas can be uniformly supplied to the graphite dynamic seal structure 4 in the circumference, thereby improving the uniformity and stability of the sealing pressure.

[0053] Reference Figure 1 As shown, in some embodiments, a weight-reducing part 32 is provided at the position of the bushing 3 corresponding to the rear bearing 2.

[0054] By setting a weight-reducing part 32 at the position of the bushing 3 corresponding to the rear bearing 2, the weight of the bushing 3 is reduced without affecting the structural strength and rigidity of the bushing 3, thereby reducing the overall weight of the engine and improving the thrust-to-weight ratio of the engine.

[0055] For example, refer to Figure 1 As shown, the wall surface of the bushing 3 is recessed inward to form a recess corresponding to the position of the rear bearing 2, and this recess is formed as the aforementioned weight reduction part 32.

[0056] Reference Figure 2 As shown, in some embodiments, the bushing 3 is further provided with a front grate sealing structure 7, which is located on the side of the front bearing 1 away from the rear bearing 2. A front vent hole (not shown in the figure) is provided on the bushing 3 at the position corresponding to the front bearing cavity to provide sealing gas to the front grate sealing structure 7.

[0057] By providing a front grate sealing structure 7 inside the bushing 3, positioning it on the side of the front bearing 1 away from the rear bearing 2, and providing a front vent hole at the position of the bushing 3 corresponding to the front bearing cavity, sealing gas is supplied to the front grate sealing structure 7, thereby forming a non-contact seal on the front end of the front bearing cavity, preventing the leakage of lubricating and cooling fuel from the front bearing cavity (compressor side), and further reducing fuel waste.

[0058] Continue to refer to Figure 2 , Figure 4 and Figure 5 As shown, in some embodiments, the front grate seal structure 7 includes a rotating ring portion 71 and a stationary ring portion 72. The rotating ring portion 71 has two annular teeth 711 arranged axially along the engine shaft, and is connected to the rotor spindle. The stationary ring portion 72 surrounds the outer side of the rotating ring portion 71 in the radial direction and is connected to the inner wall of the bushing 3. A gap exists between the stationary ring portion 72 and the rotating ring portion 71, and a front vent is used to supply sealing gas to this gap.

[0059] By including a rotating ring portion 71 with two annular teeth 711 and a stationary ring portion 72 surrounding the radially outer side of the rotating ring portion 71, the rotating ring portion 71 is connected to and rotates with the rotor main shaft, and the stationary ring portion 72 is connected to the inner wall of the bushing 3, with a gap maintained between them. The front vent provides sealing gas to this gap, forming a labyrinth seal structure. This non-contact seal effectively prevents fuel from leaking forward while avoiding mechanical friction and wear, thus improving the reliability and service life of the seal structure.

[0060] In other words, the graphite dynamic seal structure 4 and the front toothed seal structure 7 achieve the sealing pressure difference required by the sealing structure through high-pressure bleed air from the outside of the bushing 3. At the same time, the gas entering the bearing cavity is discharged from the engine through the oil return pipe, completing the airflow path of the sealing structure. For example, the high-pressure gas required for sealing can come from the compressor.

[0061] Figure 2 The direction indicated by the dashed arrow in the image is the direction of airflow.

[0062] The turbojet engine lubrication chamber structure provided in this application embodiment includes a graphite dynamic seal structure 4 and a front grate seal structure 7, which provide a sealing function for the lubricating and cooling fuel used in the small turbojet engine. A dry oil sump 5, a return oil pipe 6, and a return oil pump provide a circulation function to draw the lubricating and cooling fuel back to the fuel tank, thereby reducing fuel consumption. Through the fuel recovery and circulation mechanism, the fuel supply at the T4 measuring point in the combustion chamber is effectively reduced, avoiding the problem of unbalanced fuel-air ratio caused by disordered combustion. This allows for a more precise fuel ratio for main combustion and more complete combustion, completely solving the problems of uneven local combustion and incomplete energy release, directly improving the overall combustion efficiency of the engine and optimizing energy conversion. The lightweight bearing bushing 3 features a weight-reducing design and, by adding an air bleed hole, provides a sealing function for bleed air and isolates the backflow of high-temperature gas from the high-conductivity turbine, ultimately preventing secondary combustion of spilled fuel and improving the service life of the turbine and engine.

[0063] The above description is merely an embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A structure for the lubricating oil chamber of a turbojet engine, characterized in that, This includes the rotor spindle, bushings, front bearing, rear bearing, turbine, and dry oil sump; The front bearing and the rear bearing are arranged axially along the rotor main shaft to support the rotor main shaft; the front bearing is located in the front bearing cavity, the rear bearing is located in the rear bearing cavity, the bushing is sleeved on the outside of the front bearing and the rear bearing, and the turbine is located on the side of the rear bearing away from the front bearing. The bushing is provided with a graphite dynamic seal structure, which is located on the side of the rear bearing facing the turbine. The bushing is provided with a rear air vent corresponding to the rear bearing cavity, which is used to provide sealing gas to the graphite dynamic seal structure. The dry oil tank is connected to the rear bearing cavity. The dry oil tank is used to recover the fuel used to lubricate and cool the rear bearing. The dry oil tank is also connected to the fuel tank so that the recovered fuel flows back into the fuel tank.

2. The oil chamber structure of the turbojet engine according to claim 1, characterized in that, The oil return pipe of the turbojet engine also includes an oil return pipe, one end of which is connected to the dry oil sump, and the other end of which is connected to the fuel tank.

3. The oil chamber structure of the turbojet engine according to claim 2, characterized in that, The turbojet engine lubricating oil chamber structure also includes a return oil pump, which is connected to the return oil pipe and is used to drive the fuel in the dry oil sump to flow back to the fuel tank.

4. The oil chamber structure of the turbojet engine according to claim 1, characterized in that, The bushing is provided with an oil return channel at the position corresponding to the rear bearing cavity, and the dry oil sump is connected to the rear bearing cavity through the oil return channel.

5. The oil chamber structure of a turbojet engine according to any one of claims 1 to 4, characterized in that, The graphite dynamic sealing structure includes a metal dynamic ring, a graphite stationary ring, a metal retainer, and a cover plate. The metal dynamic ring is connected to the side of the rear bearing facing the turbine, and the graphite stationary ring is mounted on the metal bracket and opposite to the metal dynamic ring to form a sealing surface; The cover plate is connected to the bushing to press the metal card holder tightly.

6. The oil chamber structure of the turbojet engine according to claim 5, characterized in that, A first sealing ring is provided between the cover plate and the metal card holder.

7. The oil chamber structure of a turbojet engine according to any one of claims 1 to 4, characterized in that, There are multiple rear air vents, which are arranged at intervals along the circumference of the bushing.

8. The oil chamber structure of a turbojet engine according to any one of claims 1 to 4, characterized in that, The bushing is provided with a weight-reducing section at the position corresponding to the rear bearing.

9. The oil chamber structure of a turbojet engine according to any one of claims 1 to 4, characterized in that, The bushing is also provided with a front grate sealing structure, which is located on the side of the front bearing away from the rear bearing. The bushing is provided with a front vent hole at the position corresponding to the front bearing cavity to provide sealing gas to the front comb sealing structure.

10. The oil chamber structure of the turbojet engine according to claim 9, characterized in that, The front tooth sealing structure includes a dynamic ring part and a stationary ring part; The moving ring portion has two annular teeth arranged along the axial direction of the engine. The moving ring portion is connected to the rotor main shaft. The stationary ring portion surrounds the outer side of the moving ring portion in the radial direction and is connected to the inner wall of the bushing. There is a gap between the stationary ring portion and the moving ring portion. The front vent is used to provide sealing gas to the gap.

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