CN117662324A - Vortex shaft engine, aircraft and method - Google Patents
Vortex shaft engine, aircraft and method Download PDFInfo
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- CN117662324A CN117662324A CN202311674443.4A CN202311674443A CN117662324A CN 117662324 A CN117662324 A CN 117662324A CN 202311674443 A CN202311674443 A CN 202311674443A CN 117662324 A CN117662324 A CN 117662324A
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- impeller
- rotating shaft
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- turboshaft engine
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- 238000000034 method Methods 0.000 title claims abstract description 26
- 238000002485 combustion reaction Methods 0.000 claims abstract description 44
- 230000007246 mechanism Effects 0.000 claims abstract description 43
- 239000007921 spray Substances 0.000 claims abstract description 3
- 230000004044 response Effects 0.000 claims description 8
- 239000007789 gas Substances 0.000 description 11
- 239000000446 fuel Substances 0.000 description 8
- 230000006835 compression Effects 0.000 description 6
- 238000007906 compression Methods 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 239000002737 fuel gas Substances 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 239000000126 substance Substances 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
- F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
- F02K3/065—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type with front and aft fans
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Turbines (AREA)
Abstract
The invention discloses a turboshaft engine, an aircraft and a method, which are used for solving the problem that the traditional turboshaft engine cannot simultaneously meet reasonable matching of plateau take-off power and sea level take-off power. The turboshaft engine comprises an air inlet pipe, a driving mechanism, an impeller, a rotating shaft, a compressor rotating shaft, a rotor braking mechanism, a clutch, a combustion chamber, a turbine component and a tail spray pipe, wherein the driving mechanism is arranged at the output end of the rotating shaft, the impeller is electrically connected with the driving mechanism, the impeller and the rotor braking mechanism are arranged at the output end of the rotating shaft, the compressor is arranged on the compressor rotating shaft, the clutch is sleeved on the rotating shaft, the clutch is arranged between the rotating shaft and the compressor rotating shaft, and the turbine component is arranged at the driving end of the rotating shaft. The turboshaft engine, the aircraft and the method provided by the invention are used for matching the take-off power of the aircraft under different working conditions.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a vortex shaft engine, an aircraft and a method.
Background
The helicopter has higher transportation efficiency, good flight performance and geographic environment adaptability, and can be used in high altitude, high temperature and high cold areas, but the high altitude, high temperature and high cold environments cause great difficulty for the use of the helicopter. With the increase of the altitude of the airport, the atmospheric environmental pressure is reduced, the air density is reduced, and the air flow entering the turboshaft engine is obviously reduced compared with that in plain areas, so that the takeoff power of the turboshaft engine is insufficient.
Therefore, the traditional turboshaft engine has the problems that the sea level take-off power is excessive or the altitude take-off power is insufficient, and the reasonable matching of the altitude take-off power and the sea level take-off power can not be simultaneously satisfied. Therefore, how to design a turboshaft engine which can simultaneously meet the reasonable matching of the altitude take-off power and the sea level take-off power is one of the important problems to be solved in the field.
Disclosure of Invention
The invention aims to provide a turboshaft engine, an aircraft and a method, which are used for solving the problem that the traditional turboshaft engine cannot meet the reasonable matching of the altitude take-off power and the sea level take-off power at the same time.
The invention provides a turboshaft engine, which comprises an air inlet pipe, a driving mechanism, an impeller, a rotating shaft, a gas compressor rotating shaft, a rotor braking mechanism, a clutch, a combustion chamber, a turbine component and a tail spray pipe, wherein the driving mechanism is arranged at the output end of the rotating shaft;
when the turboshaft engine is in a plateau take-off state, the driving mechanism is used for adjusting the angle of the impeller to reach a preset angle, the rotating shaft is connected with the rotating shaft of the air compressor through the clutch, air flows through the impeller along the air inlet pipe, the impeller is used for compressing air for the first time, the air after the first time is compressed flows through the air compressor, the air compressor is used for compressing air for the second time, and the air after the second time is compressed flows into the combustion chamber;
when the turboshaft engine is in a sea level take-off state, the rotating shaft is separated from the rotating shaft of the air compressor through the clutch, air sequentially flows through the impeller and the air compressor along the air inlet pipe, the air compressor is used for compressing air, and the compressed air flows into the combustion chamber.
Preferably, the turboshaft engine further comprises a rotating member arranged at the driving end of the rotating shaft, and the rotating member supports the impeller.
Preferably, the impeller has a recess and the rotor braking mechanism is embedded in the recess of the impeller.
Preferably, the clutch comprises a first brake piece and a second brake piece, wherein the first brake piece is arranged at the output end of the rotating shaft, and the second brake piece is arranged at the input end of the rotating shaft of the air compressor;
the first brake piece is attached to the second brake piece, and the rotating shaft is connected with the rotating shaft of the air compressor;
the first brake piece and the second brake piece are separated, and the rotating shaft is separated from the rotating shaft of the air compressor.
Preferably, an aircraft comprises a turboshaft engine as described above.
Preferably, a flight mode switching method is applied to the aircraft, and the method includes:
determining a take-off instruction of the turboshaft engine based on actual working parameters of the turboshaft engine;
responding to a plateau take-off instruction, and adjusting an impeller by a driving mechanism to reach a preset angle, wherein the impeller is connected with a rotating shaft of the air compressor through a clutch;
in response to the sea level take-off command, the impeller is separated from the compressor shaft by a clutch.
Preferably, in response to a plateau take-off command, the driving mechanism adjusts the impeller to reach a preset angle, and the method for connecting the impeller and the rotating shaft of the compressor through the clutch comprises the following steps:
air flows through the impeller along the air inlet pipe, the impeller compresses air for the first time, the air after the first time is compressed flows into the air compressor, the air compressor compresses air for the second time, and the air after the second time is compressed flows into the combustion chamber.
Preferably, in response to the sea level takeoff command, the method of separating the impeller from the compressor shaft by the clutch comprises: air flows through the impeller and the compressor sequentially along the air inlet pipe, the compressor compresses air, and the compressed air flows into the combustion chamber.
Compared with the prior art, the turboshaft engine provided by the invention has the advantages that the driving mechanism is arranged at the output end of the rotating shaft, the impeller is electrically connected with the driving mechanism, the impeller and the rotor braking mechanism are arranged at the output end of the rotating shaft, the air compressor is arranged on the rotating shaft of the air compressor, the clutch is sleeved on the rotating shaft, the clutch is arranged between the rotating shaft and the rotating shaft of the air compressor, the turbine component is arranged at the driving end of the rotating shaft, on the basis, when the turboshaft engine is in a plateau takeoff state, the driving mechanism is used for adjusting the angle of the impeller to reach a preset angle, the rotating shaft is connected with the rotating shaft of the air compressor through the clutch, air flows through the impeller along the air inlet pipe, the impeller is used for compressing air for the first time, the air after the first compression flows through the air compressor, the air compressor is used for compressing air for the second time, the air after the second compression flows into the combustion chamber, the air flowing into the combustion chamber is mixed with fuel in the combustion chamber to generate chemical reaction combustion, the chemical energy of the fuel is converted into heat energy, the air in the combustion chamber at the moment is high-temperature high-pressure gas, the gas flowing out of the combustion chamber flows through the turbine component, after the turbine component is driven, and is discharged through the tail jet pipe, the process, the air flows into the impeller when the impeller and the impeller flows into the combustion chamber, the impeller and the air flow through the compressor, the air flow is relatively high, and the air flow is compressed by the compressor, and the air is relatively high, and the temperature is relatively high, and the engine is compressed. Meanwhile, when the turboshaft engine is in a sea level take-off state, the rotating shaft is separated from the rotating shaft of the air compressor through the clutch, air sequentially flows through the impeller and the air compressor along the air inlet pipe, the impeller plays a role in air inlet and flow guide, the air flowing through the impeller flows into the air compressor, the air compressor is used for compressing the air, the compressed air flows into the combustion chamber, the combustion chamber is mixed with fuel to generate chemical reaction and burn, the chemical energy of the fuel is converted into heat energy, the air in the combustion chamber becomes high-temperature and high-pressure fuel gas at the moment, the fuel gas flowing out of the combustion chamber flows through the turbine assembly to drive the turbine assembly to do work and is discharged through the tail nozzle, and according to the process, the air flows through the impeller and the air compressor when flowing into the combustion chamber, the air flow and the air compressor are relatively low after being compressed by the air compressor, the engine combustion chamber low-power fuel-saving mode operation can be realized after the air is matched with the relatively low turbine front gas temperature, and the problem that the traditional turboshaft engine cannot meet the reasonable match of the high take-off power and the sea level take-off power at the same time is effectively solved.
On the basis, the vortex shaft engine also provides an aircraft, and the aircraft comprises the beneficial effects of the vortex shaft engine, which are not described herein. Meanwhile, the vortex shaft engine also provides a flight mode switching method which is applied to the aircraft, and the problem that the traditional vortex shaft engine cannot be linked in a plateau take-off state and a sea level take-off state can be solved by applying the method.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:
FIG. 1 illustrates a block diagram of a turboshaft engine in a plateau takeoff state in accordance with an exemplary embodiment of the present invention;
FIG. 2 is a block diagram illustrating a turboshaft engine in a sea level takeoff condition in accordance with an exemplary embodiment of the present invention;
fig. 3 shows a flowchart of a flight mode switching method according to an exemplary embodiment of the present invention.
Reference numerals:
1-air inlet pipe, 2-impeller, 3-air compressor, 4-rotating piece, 5-clutch, 51-first brake piece, 52-second brake piece, 6-air compressor pivot, 7-rotor brake mechanism, 8-actuating mechanism, 9-combustion chamber, 10-turbine subassembly, 101-gas turbine, 102-power turbine, 11-tail pipe, 12-pivot.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects to be solved more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise. The meaning of "a number" is one or more than one unless specifically defined otherwise.
In the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "front", "rear", "left", "right", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
The helicopter has higher transportation efficiency, good flight performance and geographic environment adaptability, and can be used in high altitude, high temperature and high cold areas, but the high altitude, high temperature and high cold environments cause great difficulty for the use of the helicopter. With the increase of the altitude of the airport, the atmospheric environmental pressure is reduced, the air density is reduced, and the air flow entering the turboshaft engine is obviously reduced compared with that in plain areas, so that the takeoff power of the turboshaft engine is insufficient.
Therefore, the traditional turboshaft engine has the problems that the sea level take-off power is excessive or the altitude take-off power is insufficient, and the reasonable matching of the altitude take-off power and the sea level take-off power can not be simultaneously satisfied. Therefore, how to design a turboshaft engine which can simultaneously meet the reasonable matching of the altitude take-off power and the sea level take-off power is one of the important problems to be solved in the field.
Therefore, how to design a turboshaft engine capable of simultaneously meeting reasonable matching of the altitude take-off power and the sea level take-off power is one of the important problems to be solved in the art.
Fig. 1 shows a structure diagram of a turboshaft engine in a plateau take-off state according to an exemplary embodiment of the present invention, fig. 2 shows a structure diagram of a turboshaft engine in a sea level take-off state according to an exemplary embodiment of the present invention, as shown in fig. 1 to 2, the turboshaft engine provided by an exemplary embodiment of the present invention includes an intake pipe 1, a driving mechanism 8, an impeller 2, a rotating shaft, a compressor 3, a compressor rotating shaft 6, a rotor braking mechanism 7, a clutch 5, a combustion chamber 9, a turbine assembly 10 and a tail nozzle 11, the driving mechanism 8 is provided at an output end of the rotating shaft 12, the impeller 2 is electrically connected with the driving mechanism 8, the impeller 2 and the rotor braking mechanism 7 are provided at an output end of the rotating shaft 12, the compressor 3 is provided on the compressor rotating shaft 6, the clutch 5 is sleeved on the rotating shaft 12, the clutch 5 is provided between the rotating shaft 12 and the compressor rotating shaft 6, and the turbine assembly 10 is provided at a driving end of the rotating shaft 12; when the turboshaft engine is in a plateau take-off state, the driving mechanism 8 is used for adjusting the angle of the impeller 2 to reach a preset angle, the rotating shaft 12 is connected with the rotating shaft 6 of the air compressor through the clutch 5, air flows through the impeller 2 along the air inlet pipe 1, the impeller 2 is used for compressing air for the first time, the air after the first time flows through the air compressor, the air compressor 3 is used for compressing air for the second time, and the air after the second time flows into the combustion chamber; when the turboshaft engine is in a sea level take-off state, the rotating shaft 12 is separated from the rotating shaft 6 of the air compressor through the clutch 5, air sequentially flows through the impeller 2 and the air compressor 3 along the air inlet pipe 1, the air compressor 3 is used for compressing air, and the compressed air flows into the combustion chamber.
In specific implementation, the driving mechanism 8 is disposed at the output end of the rotating shaft, and the impeller 2 is electrically connected with the driving mechanism 8, and it can be understood that the driving mechanism 8 is a controller with simple electric control logic, and the driving mechanism 8 controls a rotating member to rotate, so as to implement angle adjustment of the impeller 2. The impeller 2 and the rotor brake mechanism 7 are arranged at the output end of the rotating shaft 12, the air compressor 3 is arranged on the air compressor rotating shaft 6, the clutch 5 is sleeved on the rotating shaft 12, the clutch 5 is arranged between the rotating shaft 12 and the air compressor rotating shaft 6, it is understood that the rotating shaft 12 and the air compressor rotating shaft 6 are actually the same rotating shaft, the connection or disconnection of the rotating shaft 12 and the air compressor rotating shaft 6 is realized through the clutch 5, the turbine component 10 is arranged at the driving end of the rotating shaft, the angle of the impeller 2 is driven by the driving mechanism 8, and the air flow entering the combustion chamber is regulated.
As shown in fig. 1, when the turboshaft engine is in a plateau takeoff state, the driving mechanism 8 is used for adjusting the angle of the impeller 2 to reach a preset angle, the impeller 2 is connected with the compressor rotating shaft 6 through the clutch 5, the impeller 2 and the compressor 3 are in a linkage state, air flows through the impeller 2 along the air inlet pipe 1, the impeller 2 is used for compressing air for the first time, the air after the first time compression flows through the compressor 3, the compressor 3 is used for compressing air for the second time, the air flows into the combustion chamber after the first time compression of the impeller 2 and the mechanical rotation compression of the compressor 3, the air flowing into the combustion chamber 9 is mixed with fuel in the combustion chamber 9 to undergo chemical reaction combustion, chemical energy of the fuel is converted into heat energy, the heat energy sequentially flows through the gas turbine 101 and the power turbine 102, the gas turbine 101 and the power turbine 102 are pushed to rotate to do work, and then the tail nozzle 11 is expanded and discharged, according to the process, the air flows through the impeller and the compressor when flowing into the combustion chamber, the air flows into the combustion chamber through the impeller 2 and the compressor after the two times compression of the impeller 2 and the compressor 3, the air flow and the pressure entering into the combustion chamber of the engine are relatively large, and the high-power gas temperature mode is matched with the high-power gas temperature before the combustion engine can realize high-power operation.
As shown in fig. 2, when the turboshaft engine is in a sea level take-off state, the impeller 2 and the compressor shaft 6 are separated by the clutch 5, air sequentially flows through the impeller 2 and the compressor along the air inlet pipe 1, the impeller 2 guides the inflow air to flow into the compressor, the air flowing through the impeller 2 flows into the compressor 3, the compressor 3 is used for compressing air, the compressed air flows into the combustion chamber 9 to be mixed with fuel in the combustion chamber 9 for chemical reaction combustion, the chemical energy of the fuel is converted into heat energy, at the moment, the air in the combustion chamber becomes high-temperature and high-pressure fuel gas, the fuel gas flowing out of the combustion chamber 9 sequentially flows through the gas turbine 101 and the power turbine 102 to push the gas turbine 101 and the power turbine 102 to rotate for doing work, and then is expanded and discharged from the tail nozzle 11.
Illustratively, as shown in fig. 1, the turboshaft engine further includes a rotating member 4, where the rotating member 4 is disposed at an output end of the rotating shaft, and the rotating member 4 supports the impeller 2, and it is understood that the rotating member 4 may be a radial bearing, an angular contact ball bearing, or some other bearing capable of carrying the load of the impeller 2.
Illustratively, the impeller 2 has a groove, and the rotor braking mechanism 7 is embedded in the groove of the impeller 2, so that the braking mechanism can quickly respond to the driving mechanism 8, and the impeller 2 is flexible and quick to adjust.
As shown in fig. 1, the clutch 5 includes a first brake member 51 and a second brake member 52, where the first brake member 51 is disposed at an end of the output end of the rotating shaft 12, and the second brake member 52 is disposed at an end of the input end of the rotating shaft 6 of the compressor, and when the turboshaft engine is in a plateau takeoff state, the first brake member 51 and the second brake member 52 are attached to each other, and the rotating shaft 12 is connected to the rotating shaft 6 of the compressor. When the turboshaft engine is in a sea level take-off state, the first brake piece 51 and the second brake piece 52 are separated, the rotating shaft 12 is separated from the rotating shaft 6 of the air compressor, and the rotating shaft 12 can be quickly connected and separated from the rotating shaft 6 of the air compressor through the first brake piece 51 and the second brake piece 52.
The exemplary embodiment of the invention also provides an aircraft, which comprises the turboshaft engine. The vortex shaft engine also provides an aircraft, and the aircraft comprises the beneficial effects of the vortex shaft engine, which are not described herein.
The exemplary embodiment of the present invention also provides a flight mode switching method, and FIG. 3 shows an exemplary embodiment of the present invention
As shown in fig. 3, the method for switching the flight mode includes:
s301: determining a take-off instruction of the turboshaft engine based on actual working parameters of the turboshaft engine; it will be appreciated that the actual operating parameters of the engine are actually air pressure parameters, temperature parameters, etc. of the engine.
S302: responding to a plateau take-off instruction, and adjusting an impeller by a driving mechanism to reach a preset angle, wherein the impeller is connected with a rotating shaft of the air compressor through a clutch;
s303: in response to the sea level take-off command, the impeller is separated from the compressor shaft by a clutch.
Illustratively, in response to a plateau takeoff command, the driving mechanism adjusts the impeller to a preset angle, and the method for connecting the impeller and the compressor shaft through the clutch comprises:
air flows through the impeller along the air inlet pipe, the impeller compresses air for the first time, the air after the first time is compressed flows into the air compressor, the air compressor compresses air for the second time, and the air after the second time is compressed flows into the combustion chamber.
Illustratively, in response to a sea level takeoff command, a method of clutch disengagement of an impeller from a compressor shaft includes: air flows through the impeller and the compressor sequentially along the air inlet pipe, the compressor compresses air, and the compressed air flows into the combustion chamber.
Although the invention has been described in connection with specific features and embodiments thereof, it will be apparent that various modifications and combinations can be made without departing from the spirit and scope of the invention. Accordingly, the specification and drawings are merely exemplary illustrations of the present invention as defined in the appended claims and are considered to cover any and all modifications, variations, combinations, or equivalents that fall within the scope of the invention. It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. The turboshaft engine is characterized by comprising an air inlet pipe, a driving mechanism, an impeller, a rotating shaft, a compressor rotating shaft, a rotor braking mechanism, a clutch, a combustion chamber, a turbine component and a tail spray pipe, wherein the driving mechanism is arranged at the output end of the rotating shaft;
when the turboshaft engine is in a plateau take-off state, the driving mechanism is used for adjusting the angle of the impeller to reach a preset angle, the rotating shaft is connected with the rotating shaft of the air compressor through the clutch, air flows through the impeller along the air inlet pipe, the impeller is used for compressing air for the first time, the air after the first time is compressed is passed through the air compressor, the air compressor is used for compressing air for the second time, and the air after the second time is compressed flows into the combustion chamber;
when the turboshaft engine is in a sea level take-off state, the rotating shaft is separated from the rotating shaft of the air compressor through the clutch, air sequentially flows through the impeller and the air compressor along the air inlet pipe, the air compressor is used for compressing air, and the compressed air flows into the combustion chamber.
2. The turboshaft engine of claim 1 further comprising a rotating member disposed at an output end of the shaft, the rotating member supporting the impeller.
3. The turboshaft engine of claim 2 wherein the impeller has a recess and the rotor braking mechanism is embedded within the recess of the impeller.
4. The turboshaft engine of claim 1 wherein the clutch comprises a first brake member and a second brake member, the first brake member being disposed at an output end of the shaft and the second brake member being disposed at an input end of the compressor shaft;
the first brake piece is attached to the second brake piece, and the rotating shaft is connected with the rotating shaft of the air compressor;
the first brake piece is separated from the second brake piece, and the rotating shaft is separated from the rotating shaft of the air compressor.
5. An aircraft comprising a turboshaft engine according to any one of claims 1 to 4.
6. A method of flight mode switching for the aircraft of claim 5, the method comprising:
determining a take-off instruction of the turboshaft engine based on actual working parameters of the turboshaft engine;
responding to a plateau take-off instruction, wherein the driving mechanism is used for adjusting the impeller to reach a preset angle, and the impeller is connected with the rotating shaft of the air compressor through the clutch;
and responding to a sea level take-off instruction, and separating the impeller from the rotating shaft of the air compressor through the clutch.
7. The method of claim 6, wherein the driving mechanism is configured to adjust the impeller to a predetermined angle in response to a plateau take-off command, the method of connecting the impeller and the compressor shaft via the clutch comprises:
air flows through the impeller along the air inlet pipe, the impeller is used for compressing air for the first time, the air after the first time is compressed flows through the air compressor, the air compressor is used for compressing air for the second time, and the air after the second time is compressed flows into the combustion chamber.
8. The method of claim 6, wherein said method of disengaging said impeller from said compressor shaft via said clutch in response to a sea level take-off command comprises: air flows through the impeller and the air compressor in sequence along the air inlet pipe, the air compressor is used for compressing air, and the compressed air flows into the combustion chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311674443.4A CN117662324A (en) | 2023-12-07 | 2023-12-07 | Vortex shaft engine, aircraft and method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311674443.4A CN117662324A (en) | 2023-12-07 | 2023-12-07 | Vortex shaft engine, aircraft and method |
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| CN117662324A true CN117662324A (en) | 2024-03-08 |
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| CN202311674443.4A Pending CN117662324A (en) | 2023-12-07 | 2023-12-07 | Vortex shaft engine, aircraft and method |
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| 张雅铭等: "直升机基本原理", 30 November 2012, 直升机基本原理, pages: 283 - 286 * |
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