Концепция построения стехиометрического турбореактивного двигателя

Abstract

The paper proposes an alternative approach to design and development of the supersonic and hypersonic gas turbine engines. Currently, the leading aircraft engine companies, such as General Electric, United Technologies, Rolls-Royce and SNECMA Group, are pursuing the active technical policy in creating the new generation aircraft gas turbine engines (VAATE, IHPET, UEET, VITAL and other programs). At the same time, dynamics in such engines development demonstrates that timing of alteration in the aircraft engines generations is lengthening, and boundaries between generations are becoming more conditional indicating a systemic crisis. To maintain stable operation of the gas turbine engines, aircraft compressors are regulated. To this end, they are made double-circuit and multi-shaft, which makes it possible to maintain stable operation at subsonic and moderate supersonic flight speeds, but appears to be an obstacle in their further growth. It is proposed to refuse regulating a compressor as a method of ensuring the engine stable operation and to pass to regulating the turbine as an approach to maintain the compressor given operation mode. In order to exclude the compressor stages mismatch as a phenomenon, it is necessary that the compressor operating mode, regardless of the engine operating mode, remains calculated or close to it. In accordance with this principle, the gas-dynamic appearance of a gas turbine engine was formed as a stoichiometric single-circuit turbojet engine with the single-stage adjustable turbine. The engine control program was determined by dependence of the reduced rotation rate on the outside air stagnation temperature and was implemented by changing the gas temperature in front of the turbine and the pressure drop in it. Transition to a new concept of constructing a gas turbine engine opens new prospects, expands the flight speed range up to hypersonic, increases the gas-dynamic efficiency (overall efficiency of more than 40%) and reduces (by more than 2 times) the specific mass. The key condition in implementing the concept should include creation of new technologies making it possible to increase the gas temperature in front of the turbine up to 2300–2400 K.