3-筛选及标引后的专利著录项目数据及专利全文us3167911a

1、Feb.2, 1965P. Y. A. F. SANDRS:3,167,911THRUST-REVERSING DEVICE FOR COMBINED TURBOJET-RAMJET.UNITSFiled Jan. 26, 19622 Sheets-Sheet lI I IIrlII I I II衵介 ： II.,1i, 1,IIII ,IS 嘈， 迟 卢，今寸迥 沁s-. o-Ll 2 心 Feb. 2, 1965P. Y. A. F. SANDRI=:3,167,911THRUST-REVERSING DEVICE FOR COMBINED TURBOJET-RAMJET UNITS.Fi

2、led Jan. 26, 19622 Sheets-Sheet 23/I 户 9II尸ia.5乎构尸i 合 4-1E 乙尸 么琴s-乙 斗 匕 巳汀干亡已气多 乙一一-天一 2 1 氏 tente d Feb. 2, 1965United States Patent 0 伍ce3,167,9113,167,911THRUST-REVERSING DEVICE FOR COMBINED TURBOJET-RAMJET UNITSPierre Yves Aimable Femand Sandre, Chatillon-sous Bagneux, France, assignor to Nord-A

3、viation Societe Nationale de Constructions Aeronantiques, Paris, France, a joint-stock company of FranceFiled Jan. 26, 1962, Ser. No. 168,949Claims priority, application France, Jan. 27, 1961, 851,008, Patent 1,286,88610 Claims. (Cl. 6 一0 35.54)invention, the means for deviating and evac11ating in a

4、 forward direction the secondary flux leaving the fan com prises a series of mobile flaps and lateral openings formed in the external cowling of the engine, the said openings5 being shaped so as to deflect to a forward direction the air which passes thro11gh them. In the position of propul sive thru

5、st several of these flaps close the said openings, whilst the others are retracted against the inner wall of the outer fairing. In the braking position all of the flaps10 close the d11ct leading the secondary flux from the turbo fan towards the rear and leave the lateral openings 11n-The present inv

6、ention relates to a thrust-reversing de-obstructed.vice applicable to jet engines having several fluxes (or gasThe particular arrangement of the engine according to streams) in which, in normal propulsive operations, thethe instant invention, d11e to which the thrust of the whole of the gases. is ex

7、pelled through a single 011tlet. 15 primary flux from the turbofan leaving the turbines is Use of the instant invention is partiC11larly indicated inannulled when said flaps are located in the braking posi- the case of combined turbofan-ramjet engines describedtion is principally characterized by th

8、e fact that the engine hereafter.is extended rearwards by a chamber into which are de- Prior to the instant invention numerous devices haveviated the different fluxes which are to be ejected by the been suggested for reversing the direction of thrust of jet 20 common exhaust nozzle, the outlet secti

9、on of the jet pipe engines in order to thereby obtain a braking effect whichof the turbofan being situated, in the said chamber, very in indispensible. for bringing an aircraft to a halt in adistinctly 11pstream of the outlet section of the exhaust short distance after landing.nozzle. The res11It of

10、 this arrangement is that although, These prior devices are generally mounted at the ex-in the prop11lsive thrust configuration, the outlet section haust nozzle of the engine. When they are actuated they 25 of the exhaust nozzle designed for this configuration is?eviate _tow rds he front of the airc

11、raft the whole of the 11Sed by the whole of the gases ejected by the engine, this jet leaving the exhaus_t nozzle. This is how straight turbo sectionis only used by the primary flux from the tmbo- jets and bypass turbofans in which the gases are exhausted fan when in the braking configuration. The o

12、utlet sec-by a sing! jet pipe are equipped. WhiJe this arrangementtion of the primary flux is therefore considerably increased is very efficient it nevertheless has the drawback of expos- 30 when passing from the first configuration to the second, ing to the hot gases the flaps which deviate the jet

13、, and whic-h results, as is explained further on, in a very im- it becomes very difficult to operate in the case of engines portant red11ction of 出 e total outlet pressure and of the destined for very hi_gh speed due to the necessary presence thrust of the primary flux.of a convergent exhaust nozzle

14、 of variable geometry, al-This phenomenon is greatly enhanced in accordance ready very complex by itself.35 with the instant invention by a particular arrangement of In tl_ie case_ ?f P ) r tmbofans in which the two fluxesthe rotary portion of the engine, constituted by two me- are_exh 11sted by dif

15、f rent _o_utlets, these_ were eventuallychanically -independent rotois, one LP (low- pressure) eq11ipped a each outl t with a mechanism enabling therotor and one HP (high pressu.re) rotor, the LP -compres- two jets _to ? separa ely reversed. Vhen a braking effectsor of the LP rotor -being completely

16、 traversed by the was desired it was _then indispensable to sim11Itaneously 40 whole of 出 e air s11pplying- the turbofan and the distribu- operate the_ mechanisms placed at the 011tlets of the twotion of the primary-and secondary fluxes being effected jets sin e these devices do n_ot modify the thru

17、st of theat the 011tlet- of the LP compressor. In the braking con- jets. If, for instance, only the jet of the secondary fluxfiguration the turbofan functions as a free turbine turbo- l_eaving the fan were :eversed, the jet of the primary. jet driving the LP compressor, and the thrust produced by fl

18、ux (or gas stream) be_ing still directed towards the rear, 45 the jet through the exhaust no zle is negligible The furn:-the braking force, while represented by the difference tioning of the combination thereby realized is br011ght out between the thrusts of the two jets, is extremely small and by m

19、eans of the examples given hereafter.eve_n !1 gative in some cases. _.When the jet engine is a combined turbojet-ramjetOrigin Iity jn the_presen! invention resides in supply- engine, the means for annulling the ramjet flux are con ing a braking force dir:_ected forwards on reversing only the 50 stit

20、uted, according to a preferred embodiment of the 1et o the e_co da:y flux leaving the fan, 11pstream of its . fastant invention, by a second series of mobile flaps clos junction _with the _flux leaving the turbines. This latter is ing, in the braking position, the duct by which th; direct not deviat

21、ed and still escapes rearwards through the flux for the ramjet is introduced into the engine.normal exhha11st nozzle on which there is no need to mount. _ The thmst reversing device of the invention offers theanr m chanism wh_ tever. _ _ _ _55 partic11lar advantages;-including the following:Its thru

22、st according to the instant invention is auto一(a ) The deflected air is coliand the parts-subjected to atically r duc d, and P:actkally made nil, when the de-substantial stresses are all located in thi cold region and vice_ rev_ersing _th . seco_n_dary flu has been a_ctuated, _dueclose to the strong

23、 portions of the engine,o the_ inte al _ disposition of the motor. The_ braking.(b) Absolute air-tightness is not ;sse tial,f r th_us obtained - an _be equal_ to or _greater than _half 60(c) The 011tlet section of the turbofan j t pipe is fixed, of _!he t!1rnst norm Ily given by the engine on a test

24、 bed.(d) This device does not require any ;pe;i member TI_ie thrust rever:.sing_ device according to the instant in-to be mounted at the rear of th; engine- whose configura- vention_is e_sse ti_ally ch_aracteriz d y th combin_ tion_ oftion need not change when passing -from normal pr p11l- eans for_

25、devi ting_and_evacuati?g in a forward direction -sive functioning to braking functi;ning. This is partlcu the secondar! ux leaving the fan. with a partic11lar. ar- 65 larly interesting in the cas-; of engines destined f r high-: !gem nt. of e r?tors an of the turbofan jet pipe. speed flight which ge

26、nerally req11ir; a convergent-diverg;nt h n the jet e g)ne is a combined tmbofan-ramjet engine, exhaust nozzle of -variable geometry, the c nstmctio of or insta_nce of the type hereinafter described, the device which is often complicated.is completed by means of annulling the flux from the 70 Other

27、particular features and advantages will become ramjet.-Vapparent from the description which follows below ofAccording to a preferred embodiment of the instantpreferred forms of embodi ent of the invention, reference4 3 3,167,911being made to the accompanying diagrammatic dra 叩 ngs,If the whole of th

28、e secondary flux is intended to. be in.which:deflected and directed towards the-front-through-the pas- FIG. 1 shows a thrust-reversing device acco:rding to the sages 16, i t is therefore necessary to provide a third invention, adapted to a - turbojet-ramjet, in which theseries of flaps 19, fixed and

29、 pivoted on.the downstream whole of the secondary flux.of the turbofan, of the turbo- 5 extremity of the wall- 20,. limiting the by-pass from thefan type, passes into the direct flux.of the ramjet.turbofan side_FIG. 2 shows a device similar to that of FIG.1, butThe reversing device. shown in FIG. 3-

30、 is the same,as in which a part of the secondary:fiux of the turbofan that shown in FIGS. 1 and 2, but on a larger scale,so passes into its discharge-nozzle.- .as to illustrate the special shape -of the. flaps 17 corre- FIG. 3 is a view at a larger scale of one form of con- 10 sponding to the passag

31、es 16. The face 30 w压ch re_ceives struction of the flaps of the first ring.,.the secondary flux when the:flap is opened is profiled in FIG, 4. is a view at a larger scale of a further form ofsuch manner as to extend in. the -open position (full construction of the flaps of thefirst ring.lines) the d

32、eflecting wall 31 of the passage 16, at theIn FIG. 1, the turbofan is of a conventional type with., same time completing the coupling to.the rear wall of a double rotor, an: HP (high-pressure) rotor constituted 15 the passage 12 on the casing of the turbofan, and so as by an HP turbine 1, an HP comp

33、ressor 2 and the.shaft not to interrupt in the-closed position (broken lines) the which couples them together, and.an LP (low-pressure) continuity of the upper face of the annularintake :chan- rotor constituted by an LP. turbine 3; an LP compressor. nel 11 of t_he -ramjet.4 and the coupling shaft. T

34、he LP turbine 3 is on the ;,. In.the reversing device shown in FIG. 4, the flap 40 downstream side of the HP turbine 1, while the LP.com- 20 corresponding to the flap 17 of FIG. 3, is constructed in pressor 4 is upstream of the HP compressor 2. The shaftssuch manner that in the open position (full l

35、ines) it of the LP and HP rotors are coaxial.serves to close the annular channel 11, and by.reason of A combustion system 5 is arranged. betw:een the com-the profile of its face 41, to deflect the secondary flux pressor 2 and the turbine 1.: which follows the path indicated by. the arrows: In :the A

36、 casing 6 encloses the HP rotor (compressor.2 and 25 closed position (broken liries), it extends without inter- turbine 1), and combustion system 5 and the LP turbine.ruption the inner wall of the casing9 of the combination.3. A second casing 7 encloses the LPcompressor 4.The advantage of a flap of

37、this kind resides in the fact The casing 6. is extended towards the rear by a dis-.that therelative air speed brings it back automatically tocharge-nozzle 8.the closed position in the event of any mechanical failure儿It should be noted that the LP compressor 4 is com - 30 of its actuating :device.ple

38、tely traversed by the whole of the flux w 压 ch supplies. Braking is obtained by placing the :flaps 15 and 17 the turbofan. At the outlet of the compressor 4, the:fiux(in the case of FIG. 1, without by-pass), or the flaps 15, is divided into two parts:_.-.1 and 19 (in the case of FIG. 2, with the by-

39、pass 18), A primary flux which circulates inside the. casing 6, _in_ the positions shqwn in full lines in FIGS. 1 and 2, passes successively through the compressor 2, the com- 35 this having the effect, since the speeds of rotation of thebustion system 5, the turbines 1 and 3, and is dischargedLP an

40、d HP rotors are adapted to these conditions. of through the nozzle 8; operation, of closing the intake channel 10 of the ramjet A secondary flux which passes round the casing 6.,and the channel 11 in which are mixed the.direct:fiux An outer casing 9 de limits th_e turbof_ n-ramjet co1:1-. of _t?e r3

41、1 et a_nd _ the seco_nj_ary _flux,of the turbofan, binatioriand.surrounds the turbofan, the discharge-nozzle 40 and in addition, in the case of FIG. 2, to close the outlet of S of w 压ch delivers into the interior of this casing 9.the by-pass 18 into the discharge-nozzle 8 of the turbofan. The supply

42、. channel m.of the ramjet is located.betweenEmphasis should be laid here on the fact that the device the casing 9 of the combination and the front casing 7 ofaccording to the invention does not comprise.any mecha- tl1e turbofan. The casing 6 of the turbofan and the casing. nism for varying the secti

43、on - ofthe discharge-nozzle 89 form between them.a channel 11, supplied on the one 45 of theturbofan.hand with the,direct flux of the. ramjet brought in through. _The principle of operation is as. follows:the. channel 10.andori the other handby the secondary flux. By virtue of the arrangement of the

44、 two compressors, of the.turbofan, div:o the. said channel H through for a given speed of rotation of:the LP,rotor, the,:flow:. the channel 12.formed between the. two casings 7 and 8. c: rate of the secondary flux. can bdncreased and the flow-of These two-fluxes are _mixed.in the channel 11

45、. .50 the primary flux reducedby increasing the- outlet section The channel 11 delivers into the.annular co.inbustionof the secondaryflux - and reducingthe speed of rotation chamber 13. of the -ramjet and- it is extended towar.ds theof the HP rotor. It is even possible- to carry out this rear by the

46、 _ discharge-nozzle 14,.common to the variousoperation without displacing the -operating point of.the fluxes and fixed on the casing 9.C.,; LP compressor, that is to saY, w 压 le retainingits compres- Afirst series of.movable :flaps 1S arranged in.the form 55 sion ratio and:the flow-rate which it abs

47、orbs;, - :of a ring, fixed and pivotedon the downstream extremity _Reduction of the speed of: rotation of the HProtoi: of the casing 7, enable the outlet section of the channelresults iri a reduction of the pressure at the outlet of the 12 to be regulated, and can completely dose the.channel HP turb

48、ine 1;10 _by b_eing applie agai1_1 t t e cas ng J . _;.:_:,The power necessary for driving the LP compressor4them towards the front. -.Openings 16 are formedin the casing9, and their shape 60 is not altered if its normal point of operation is main- is suchthat they deflect the flux which passes thro

49、ughtained. Thls poweris supplied by the LP turbine 3. Asthe flow-rate of theintake of this turbine is reduced, theIn a second- series of movable flaps 17, some of these are -fixed and pivoted on the lower. portion of the down- ; pressure drop across it must increase.These different effects result.in

50、 a conside出 rable redustream. walls of. the openings 1 , and enable either,the 65,;openings 16. or th channel. 11 to be clpsed; the otherstion of the pressure at the outlet of the primary flux; are fixed_ and pivoted. on the inner wall of. the,casing of and correlatively, a substantial. reduction of

51、 the _outlet the ramjet and are applied against the said wa1l in onesp-ed of the primary jet. The tbrust supplied by the position, w 压 le they complete the closure of the channelPnmary jet, which is the product of its flow-rate times11 in their other position.70 its speed, is therefore considerably

52、reduced and can be The difference between the combination illustrated in -practically,annulled. On_ the other hand, the thrust of FIG.2 and that shown in FIQ. 1 consists in that_ a_ pqrthe secondary flux is increased, sinc the rate of flow. of tion of the secondary flux of- the turbofan is delivered

53、thisflux isincreased., Thf tu,rbofan then.functions a_s into its discharge-nozzle 8 through the intermediary of :_; a turbo-propulsion unit witha free - turbine driving. th the by-pass 18.75 the LP compressor 4.6 5 3,167,911In the braking position, the flaps 15 close the channelsection of said turbo

54、fan jet pipe being located within 10 and the flaps 17 close the channel 11 (FIG. 1). Thesaid outer casing at a substantial distance upstream, secondary flux is then evacuated through the passageswith respect to said direction of flow of said air,16 which direct it forwards. The outlet section ofof t

55、he outlet section of said exhaust nozzle,these passages 16 is determined in accordance with 5(h) first passage means through said turbofan casing the increased secondary flow corresponding to this par-located between said fore portion and said central ticular type of opemtion.portion, air passing into said tur