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INVENTION
Patent of the Russian Federation RU2201518
TURBORETACTIVE ENGINE WITH EJECTOR NAVIDOV
Applicant's name: Written Vladimir Leonidovich
The name of the inventor: Written Vladimir Leonidovich
The name of the patent owner: Written Vladimir Leonidovich
Address for correspondence: 416506, Astrakhan region, Akhtubinsk-6, ul. Zhukovsky, 26, ap. 54, V.L. Written
Date of commencement of the patent: 2001.03.19
The turbojet engine with ejector charging contains an input device, a compressor, a turbine, a main combustion chamber located between the compressor and the turbine, an output device, a gas ejector. The high-pressure channel of the gas ejector is looped through the mixing chamber, diffuser and compressor, and the low-pressure channel is connected to the atmosphere on one side, and on the other hand to the compressor through the mixing chamber and diffuser. The degree of pressure increase in the compressor is 
= 4
8 , and the air bleed rate behind the compressor - the value of K off = 0.15
0,25 air flow through the compressor. The invention makes it possible to increase the thrust of the turbojet engine.
DESCRIPTION OF THE INVENTION
The invention relates to aircraft engine building.
A known gas turbine plant comprising a gas ejector, a high-pressure channel of which is looped through a mixing chamber, and a low-pressure compressor ( USSR Authorship Certificate 181449, IPC F 02 C 3/32, 1966 ).
There is a known turbojet engine having an air pressure ejector located between the compressor and the turbine ( Patent RU 2066777, IPC 7 F 02 K 3/08, 1996 ).
The engine can not be used (without the use of an afterburner) due to insufficient frontal thrust at supersonic flight speeds.
The gas-turbine plant does not create a reactive force.
The task, the solution of which is directed to the present invention, is to increase the thrust of the turbojet engine.
At supersonic flight speeds, the resistance of an aircraft grows faster than the thrust of turbojet engines. To increase traction turbojet engines form, burning fuel behind the turbine, which significantly worsens their economy. Increase the thrust of the turbojet engine, without worsening its economy, it is possible additional (regardless of the speed head) by increasing the air flow through the engine.
The above object is achieved due to the fact that in a turbojet engine with an ejector pressurization comprising an input device, a compressor, a turbine, a main combustion chamber located between the compressor and the turbine, an output device (supersonic nozzle), a gas ejector whose high pressure channel is looped through the chamber Mixing, diffuser and compressor, and the low-pressure channel on one side is connected to the atmosphere, and on the other hand to the compressor through the mixing chamber and the diffuser, according to the invention, the pressure increase in the compressor is = 4
8 , and the air bleed rate behind the compressor is the value
K off = 0.15
0,25 air flow through the compressor.
The task is also solved due to the fact that the mixing chamber of the gas ejector is cylindrical.
The task is also solved due to the fact that an overlapping device is installed in the high-pressure channel of the gas ejector.
According to the invention, a re-dimensioned compressor with a compression ratio is installed on a known turbojet engine = 4
8 , the excess capacity of which in the amount of (15
25)% of the air flow through the compressor is used to pressurize the engine with an acoustic gas ejector, the high-pressure channel of which is looped through the mixing chamber, diffuser and compressor.
The essence of the invention is that as the speed of flight increases, the proportion of air withdrawn from the compressor for its boost is reduced, and the proportion of air entering the output device and participating in the creation of the reactive force is increased. If it is necessary to force the engine thrust at supersonic flight speeds, the gas ejector is switched off and all air passing through the compressor enters the engine's gas-air path, providing an increase in thrust due to the combustion of fuel in the main combustion chamber.
1 shows a schematic diagram of a turbojet engine with an ejector charge
 |
The turbojet engine consists of an input device 1, an acoustic gas ejector 2, a cylindrical mixing chamber 3, a diffuser 4, a compressor 5, a bypass strip 6 (overlapping device), a main combustion chamber 7, a turbine 8 of a jet nozzle (output device) 9. The channel The high pressure of the gas ejector 2 is looped through the mixing chamber 3, the diffuser 4 and the compressor 5, and the low pressure channel on one side is connected to the atmosphere through the inlet device 1 and on the other side to the compressor 5 through the mixing chamber 3 and the diffuser 4. The operation of the turbojet engine is as follows. Air from the atmosphere through the inlet 1 enters the mixing chamber 3 where it mixes with a high-speed flow flowing from the high-pressure channel of the gas ejector 2 and then flows through the diffuser 4 to the compressor 5 for compression. The air compressed to a given pressure is divided into two streams. The first stream enters the main combustion chamber 7, where small fuel is injected simultaneously through the injectors. The resulting gas is supplied to the turbine 8, which drives the compressor 5 into rotation. The gas exiting the turbine expands in the supersonic jet nozzle 9 and expires into the atmosphere, creating a reactive force. The second stream enters the high-pressure channel of the gas ejector 2 and then through the sound-jet nozzle into the mixing chamber 3, where, as indicated earlier, it mixes with atmospheric air, increasing its temperature and pressure. As the flight speed increases, the proportion of the second stream decreases, which increases the air flow through the engine and increases the thrust. If it is necessary to force the engine thrust, the bypass strip 6 is closed (with the turbine 8 being opened at the same time) and all air passing through the compressor 5 enters the jet nozzle 9 of the engine. FIG. 2 shows the high-speed characteristics of turbojet engines |
The degree of boosting of a turbojet engine with an ejector pressurisation depends on the air intake coefficient behind the compressor 5 K off = Gout / G in (where G is the bleed air flow, G is the air flow through the compressor 5), the calculated value is 0,15
0.25 (at K <0.15 the effect of forcing is insignificant, at K <0.25, the heating of the air at the inlet to the compressor is unacceptably high). Optimum calculated values of the degree of pressure increase in the compressor 5
As shown by theoretical studies, are in the region of moderate degrees of pressure increase = 4 8. With sufficient accuracy for practical purposes 
Can be defined as 
Where T * r is the temperature of the gas in front of the turbine.
In Fig.
2 shows the altitude-velocity characteristics of a turbojet with initial data, P o = 10,000 dan, O = 6, T oz * = 1600 K, Kout = 0.2 (the bypass band 6 closes at M n = 2 ), obtained with the help of a mathematical model of the first level. Here, for comparison, the characteristics of an accelerated turbojet engine (TRDF) with similar initial data are shown ( T * φ = 2000 K ). The frontal dimensions of both engines are the same (the diameter of the gas ejector TRDN corresponds to the diameter of the afterburner TRDF).
From Fig.
2 that in the velocity range M n = 2
2.5 (the bypass band 6 is closed), the turbine engine wins in both the thrust and the specific fuel consumption of TRDF, which is most objectively reflected in the difference between the overall efficiency of the compared engines, reaching, as follows from FIG. 2 , the values of 10
12% . The result obtained has a physical explanation. The fact is that with equal midships, the resistance of the network is always (due to lower temperatures) smaller than the resistance of the TRDF network , which allows the TRDN to maintain up to velocities M n = 2
2.5 The required thrust is not due to the speed of flow, but due to the air flow. The latter, as is known, is more effective.
Ejector supercharging of turbojet engines, as shown by theoretical studies, allows, by increasing the engine's mass and some deterioration in its consumption characteristics at subsonic flight speeds, to lower (in relation to TRDF) fuel costs for supersonic engines ( M n = 2
2.5 ) cruising flight modes for 2
35% .
CLAIM
A turbojet engine with an ejector pressurization comprising an input device, a compressor, a turbine, a main combustion chamber located between the compressor and the turbine, an output device, a gas ejector, the high pressure channel which is looped through the mixing chamber, diffuser and compressor, and the low pressure channel on one side Is connected to the atmosphere through the inlet device, and on the other hand - to the compressor through the mixing chamber and the diffuser, characterized in that the degree of pressure increase in the compressor is
= 4
8 , and the air bleed rate behind the compressor is the value
K off = 0,1 0,25 air flow through the compressor. The turbojet engine with ejector charging as in claim 1, wherein the mixing chamber is cylindrical.
The turbojet engine with ejector charging as in claim 1, characterized in that an overlap device is installed in the high-pressure channel of the gas ejector.
print version
Date of publication 31.10.2006гг
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