JP5915352B2 - Turboprop / fan type jet engine with transmission - Google Patents

Description

  The present invention relates to a turboprop-type or turbofan-type jet engine having a gas turbine and a propeller or fan that is rotationally driven by the gas turbine.

  A turboprop-type or turbofan-type jet engine is an engine that obtains propulsive force by rotating a propeller or fan by a gas turbine and simultaneously obtains jet propulsive force by ejecting exhaust gas from a gas turbine. Engine for. The vehicle is accelerated by the propulsive force from the stopped state and gradually increases in speed, and when starting, the vehicle moves at a low speed but requires a large amount of propulsive force for quick acceleration, and the predetermined steady operation After the speed is reached, the moving speed of the vehicle is high, but the driving force does not require a large force. Accordingly, the relative relationship between the atmospheric speed of the engine and the required propulsive force changes greatly between the start of the vehicle and the steady operation. In this case, the characteristics related to the relative relationship between the atmospheric speed, propulsive force, and rotational speed of the propeller or fan are quite different from the characteristics related to the relative relationship between the atmospheric speed, propulsive force, and rotational speed of the gas turbine. Therefore, if the propeller or fan and the gas turbine are directly connected, it is difficult to optimize the engine performance both at the start and at the time of steady operation.

  Under such circumstances, the turbine of the gas turbine in a turboprop type or turbofan type jet engine having a gas turbine and a propeller or a fan that is rotationally driven by the gas turbine is divided into a high-pressure turbine and a low-pressure turbine. Patent Document 1 below describes that a propeller or a fan is connected to a shaft of a low-pressure turbine, an electric motor is applied to the low-pressure turbine shaft, and the propeller or fan is driven by the electric motor during taxiing of an aircraft. Further, in Patent Document 2 below, in a gas turbine having a two-shaft structure in which a turbine is divided into a high-pressure turbine and a low-pressure turbine, a motor generator that has a relative rotational speed ratio between both shafts interposed between both shafts. It is described that it is controlled by a machine.

JP 2009-516793 A JP 2006-291948 A

  The present invention does not divide the turbine into a high-pressure turbine and a low-pressure turbine, the characteristics relating to the relative relationship between the atmospheric speed, propulsive force, and rotational speed of the propeller or fan, and the atmospheric speed and propulsive force of the gas turbine. It is an object of the present invention to provide a turboprop type or turbofan type jet engine capable of achieving harmony between characteristics relating to the relative relationship between the engine speed and the rotational speed.

  In order to solve the above-described problems, the present invention provides a turboprop type or turbofan type jet engine having a gas turbine and a propeller or fan that is rotationally driven by the gas turbine, the rotating shaft of the gas turbine and the propeller. Alternatively, the invention proposes a jet engine having a transmission interposed between fans.

  The transmission may be a planetary gear device. In this case, the sun gear of the planetary gear device may be connected to the rotating shaft of the gas turbine, the ring gear of the planetary gear device may be connected to the propeller or the fan, and the carrier of the planetary gear device may be braked for its rotation. Furthermore, when such a jet engine is used as an amphibious vehicle engine, the carrier of the planetary gear device may be connected to the wheel drive shaft, and the rotation of the ring gear may be braked. Alternatively, the sun gear of the planetary gear device may be connected to the rotating shaft of the gas turbine, the carrier of the planetary gear device may be connected to the propeller or the fan, and the ring gear of the planetary gear device may be configured to brake its rotation. Furthermore, when such a jet engine is used as an amphibious vehicle engine, the ring gear of the planetary gear device may be connected to the wheel drive shaft, and the carrier may be braked for its rotation.

  The jet engine as described above may be provided with a motor generator that acts on the rotating shaft of the gas turbine.

  A clutch may be interposed on the rotating shaft of the gas turbine on the gas turbine side from the operating position of the motor generator.

  As described above, a turboprop type or turbofan type jet engine having a gas turbine and a propeller or fan that is rotationally driven by the gas turbine is interposed between the rotating shaft of the gas turbine and the propeller or fan. If it is configured to have a transmission, characteristics relating to the relative relationship between the atmospheric speed, propulsive force and rotational speed of the propeller or fan, and characteristics relating to the relative relationship between the atmospheric speed, propulsive force and rotational speed of the gas turbine The ratio between the rotational speed of the propeller or fan and the rotational speed of the gas turbine is also affected by the transmission even when the atmospheric speed of the engine changes drastically as it cruises rather than during takeoff of the aircraft. By adjusting the propeller or fan without dividing the turbine into a high-pressure turbine and a low-pressure turbine. It is possible to simultaneously optimize both operating characteristics of the dynamic characteristics and the gas turbine.

  If the transmission is a planetary gear unit, the planetary gear unit can obtain a large rotational speed ratio among the sun gear, the ring gear, and the carrier, and therefore, between the operating characteristics of the propeller or fan and the operating characteristics of the gas turbine. Even when there is a large difference between the rotation speed of the propeller or fan and the rotation speed of the gas turbine, an appropriate correspondence between the rotation speed of the propeller or fan and the rotation speed of the gas turbine is intended. be able to.

  When trying to achieve a balance between the operating characteristics of the propeller or fan and the operating characteristics of the gas turbine, the rotation speed of the propeller or fan is generally lower than the rotation speed of the gas turbine. The rotating shaft of the turbine is connected, the propeller or fan is connected to the ring gear, the carrier is braked for its rotation, or the rotating shaft of the gas turbine is connected to the sun gear of the planetary gear unit, and the propeller or fan is connected to the carrier If the rotation of the ring gear is braked, the rotation speed of the propeller or fan can be made to correspond to a low value as compared with the rotation speed of the gas turbine.

  When such a jet engine is used as an amphibious vehicle engine, when the propeller or fan is connected to the ring gear of the planetary gear set and the wheel drive shaft is connected to the carrier, the amphibious vehicle travels on the ground. If the rotation of the ring gear is braked and the braking of the carrier is released, the wheel drive shaft is driven to rotate at a lower rotational speed than that of the gas turbine, and a propeller or fan is connected to the carrier. For example, when the amphibious vehicle travels on the ground, if the carrier is braked for rotation and the ring gear braking is released, the wheel drive shaft is driven to rotate at a lower rotational speed than the gas turbine.

  If the jet engine as described above further has a motor generator acting on the rotating shaft of the gas turbine, the characteristics relating to the relative relationship between the atmospheric speed, the propulsive force and the rotational speed of the propeller or fan, The gas turbine rotating shaft output is used to adjust the speed ratio between the propeller or fan and the gas turbine by the transmission in order to harmonize the characteristics related to the relative relationship among the atmospheric speed, the propulsive force and the rotational speed. The above-mentioned harmony can be further improved, the motor generator can be operated as a starter of a gas turbine, and the jet engine can be used as an amphibious vehicle engine. When used, the gas turbine can be put into a resting idle state, and the wheel drive shaft can be driven by this motor generator.

  In the case where the motor generator is provided, if a clutch is interposed on the rotating shaft of the gas turbine from the operating position of the motor generator to the gas turbine side, the gas turbine is put into a dormant state, and the wheel drive shaft is driven by the motor generator. When the motor is driven, the clutch of the gas turbine rotor is separated from the wheel drive system by the motor generator so that the inertia moment of the gas turbine rotor does not act on the wheel drive system by the motor generator. The agility of driving and wheel braking can be increased.

It is the schematic shown about one Example which comprised the jet engine by this invention as an engine of an amphibious vehicle. It is the schematic shown about another Example which comprised the jet engine by this invention as an engine of an amphibious vehicle. It is a diagram which shows an example of the operating state of the jet engine shown in FIG. 1 or FIG.

  In FIG. 1, in the jet engine, a part of the air flow energized by the fan 10 passes between the outer hood housing 12 and the first intermediate hood housing 14 and is discharged from the rear end as a jet flow and remains. Although the portion is configured as a turbofan jet engine that is introduced between the second intermediate hood housing 16 and the inner hood housing 18 into the compressor 22 of the gas turbine 20, the illustrated configuration If the outer hood housing 12 and the first intermediate hood housing 14 are removed, the fan 10 becomes a propeller and the jet engine becomes a turboprop type jet engine.

A turbine 24 of the gas turbine 20 is connected to a compressor 22 by a rotary shaft 26 and rotates integrally therewith. The air compressed by the compressor 22 and the fuel injected in the combustor 28 are generates a rotational force from combustion gas generated high temperature to the rotary shaft 30 by the combustion is discharged thereafter the combustion gas as a jet injection flow from the nozzle 32. One end of a rotary shaft 36 is connected to the rotary shaft 30 via a clutch 34.

  The other end of the rotating shaft 36 is connected to the sun gear 40 of the planetary gear device 38. The ring gear 42 of the planetary gear device 38 is connected to the fan 10 via a rotating drum 44. A plurality of planetary pinions 46 meshed between the sun gear 40 and the ring gear 42 of the planetary gear device 38 are carried by a carrier 48. The carrier 48 is supported by a bearing 50 so as to rotate concentrically with the rotary shaft 36.

  The ring gear 42 or the rotary drum 44 connected to the ring gear 42 is selectively braked by a brake 52, and the carrier 48 is selectively braked by a brake 54.

  Wheel drive shafts 64L, 64R are connected to the carrier 48 via gears 56, 58L, 58R, 60L, 60R, 62L, 62R, and the left and right wheels 66L, 66R are driven by the rotation of the carrier 48. ing. These wheels are wheels for land travel when the illustrated jet engine is used as an engine for an amphibious vehicle.

  A motor generator 68 acts on the output shaft of the gas turbine 20 at the rotating shaft 36. The clutch 34 is interposed on the gas turbine side from the position where the motor generator 68 of the output shaft of the gas turbine acts.

  Assuming that the amphibious vehicle equipped with the engine having the above-described configuration is stopped on the ground, and the case where the engine is operated to start flying, the brake 54 is operated and the wheel 48 connected to the carrier 48 is operated. First, the motor generator 68 is actuated as a starter to rotationally drive the gas turbine 20 to start it. In order to start takeoff from this, if the brake 54 is loosened while increasing the output of the gas turbine 20, the vehicle is driven by the rotation of the fan 10, the propulsion by the injection of exhaust gas from the gas turbine 20, and the wheels. The running is started by the driving force generated by driving 66L and 66R. As the output of the gas turbine 20 increases, the running speed increases. Due to the occurrence of buoyancy, the ground load of the wheels 66L and 66R decreases and the wheels start to slide against the ground, and the rotation speed tends to exceed a predetermined value. By the way, if the brake 54 is engaged, all the rotational force by the gas turbine 20 is transmitted to the fan 10. In order to temporarily increase the engine output at takeoff, the motor generator 68 may be operated as an electric motor at takeoff.

  When the brake 54 is engaged and the rotation of the carrier 48 is stopped, the ratio of the rotational speed of the fan 10 and the rotational speed of the gas turbine 20 becomes the ratio Rs / Rr between the radius Rs of the sun gear 40 and the radius Rr of the ring gear 42. . Optimizing the operation of a propeller or fan in the relative relationship between atmospheric speed, propulsion and rotation speed. The rotation speed of a propeller or fan determines the operation of a gas turbine as a jet engine at atmospheric speed, propulsion and rotation speed. Since the rotation speed of the fan 10 is generally lower than the rotation speed of the gas turbine 20 relative to the rotation speed of the gas turbine 20, the radius of the sun gear 40 and the radius of the ring gear 42 are relatively low. This makes it easier to optimize the operating characteristics of both the fan 10 and the gas turbine 20. During cruising, the engine output is provided by the gas turbine 20, but the motor generator 68 may be operated as an electric motor when it is desired to increase the propulsion force temporarily, particularly instantaneously. When the charge level of a battery not shown in the figure connected to the motor generator 68 is lowered, the motor generator 68 may be operated as a generator to charge the battery.

  When the amphibious vehicle is operated as a vehicle on the ground or when taxiing after landing, the wheels 66L and 66R are driven by the motor generator in a state where the gas turbine 20 is stopped and the rotation of the ring gear 42 is braked by the brake 52. 68 (or gas turbine 20 or both). In this case, if the clutch 34 is interposed between the rotary shafts 30 and 36, when the wheels 66L and 66R are driven only by the motor generator 68, the clutch 34 is released and the vehicle is agile in ground running. It is possible to prevent the large inertia moment of the rotor of the gas turbine and the load torque of the compressor 22 and the turbine 24 from acting on the drive system of the wheels 66L and 66R that require acceleration or deceleration.

  An example of the operating mode of the engine including the above matters is shown in FIG.

In the embodiment shown in FIG. 2, the fan 10 is connected to the carrier 48 of the planetary gear device 38, and the wheels 66 </ b> L and 66 </ b> R are connected to the ring gear 42 of the planetary gear device 38 via the rotating drum 70. It differs from the embodiment shown in FIG. 1 only in respect. However, in this case, since the wheel drive system is connected to the ring gear 42, the wheels 66L and 66R are braked by a brake 52 that brakes the ring gear 42, and the brake 52 is operated when the gas turbine 20 is started. In FIG. 2, portions corresponding to the portions shown in FIG. 1 are denoted by the same reference numerals as in FIG. When the rotating shaft of the gas turbine 20 is connected to the sun gear 40 of the planetary gear unit 38 and the fan 10 is connected to the carrier 48 of the planetary gear unit 38 as in this embodiment, the ring gear 42 is rotated by the brake 52. When braked and the rotation of the wheels 66L, 66R is locked, the ratio of the rotational speed of the fan 10 to the rotational speed of the gas turbine 20 is Rs as the radius of the sun gear and Rr as the radius of the ring gear. Rs / (Rs + Rr). This is because, in the embodiment of FIG. 1, when the rotation of the wheels 66L and 66R is locked, that is, when the carrier 48 of the planetary gear unit 38 is braked by the brake 54, the rotation of the gas turbine 20 is performed. The ratio of the rotational speed of the fan 10 to the speed is different from Rs / Rr as described above, and the ratio of the rotational speed of the fan 10 to the rotational speed of the gas turbine 20 is more than that in the embodiment of FIG. 2 is smaller in the embodiment of FIG. In other respects, the operation in the embodiment of FIG. 2 is substantially the same as the operation in the embodiment of FIG.

  In the embodiment shown in FIGS. 1 and 2 described above, a motor generator 68 acting on the rotating shaft 36 of the gas turbine is provided, and the gas is generated from a position where the motor generator 68 acts on the rotating shaft of the gas turbine. A clutch 34 is interposed on the turbine side, and the characteristics relating to the relative relationship between the atmospheric speed, propulsive force and rotational speed of the propeller or fan, and the relative relationship between the atmospheric speed, propulsive force and rotational speed of the gas turbine. For the basic technical idea of the present invention of simultaneously optimizing both the operating characteristics of the propeller or fan and the operating characteristics of the gas turbine by adjusting the difference between the related characteristics with the transmission, the motor generator 68 and The clutch 34 is not essential, and an embodiment lacking these is also possible.

  Although the present invention has been described in detail with reference to two embodiments, it will be apparent to those skilled in the art that various modifications can be made to these embodiments within the scope of the present invention.

  DESCRIPTION OF SYMBOLS 10 ... Fan, 12 ... Outer hood housing, 14 ... First intermediate hood housing, 16 ... Second intermediate hood housing, 18 ... Inner hood housing, 20 ... Gas turbine, 22 ... Compressor, 24 ... Turbine, 26 ... Rotating shaft, 28 ... Combustor, 30 ... Rotating shaft, 32 ... Nozzle, 34 ... Clutch, 36 ... Rotating shaft, 38 ... Planetary gear unit, 40 ... Sun gear, 42 ... Ring gear, 44 ... Rotating drum, 46 ... Planetary pinion 48, carrier, 50, bearing, 52, 54 ... brake, 56, 58L, 58R, 60L, 60R, 62L, 62R ... gear, 64L, 64R ... wheel drive shaft, 66L, 66R ... wheel, 68 ... motor generator 70: Rotating drum

Claims (6)

A turboprop type or turbofan type jet engine having a gas turbine and a propeller or fan driven to rotate by the gas turbine, and a transmission interposed between the rotating shaft of the gas turbine and the propeller or fan And a motor / generator acting on the rotating shaft of the gas turbine, the rotating shaft being divided into a portion connected to the gas turbine and a portion connected to the transmission. The connected portion and the portion connected to the transmission are connected to each other by a clutch interposed therebetween so as to rotate integrally with each other, or separated from each other. Jet engine.   The jet engine according to claim 1, wherein the transmission is a planetary gear device.   The sun gear of the planetary gear device is connected to the rotating shaft of the gas turbine, the ring gear of the planetary gear device is connected to the propeller or the fan, and the carrier of the planetary gear device is braked for its rotation. The jet engine according to claim 2, wherein:   The jet engine according to claim 3, wherein a carrier of the planetary gear device is connected to a wheel drive shaft, and the ring gear is braked for rotation.   The sun gear of the planetary gear device is connected to the rotating shaft of the gas turbine, the carrier of the planetary gear device is connected to the propeller or the fan, and the ring gear of the planetary gear device is braked for its rotation. The jet engine according to claim 2, wherein:   The jet engine according to claim 5, wherein a ring gear of the planetary gear device is connected to a wheel drive shaft, and the rotation of the carrier is braked.

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