Danfoss Motor , Turbofan Motor For Aircraft
The motor can be divided into many different types according to the working principle. The motor commonly used on airplanes is a turbofan motor, which is an abbreviation for a turbofan motor. Initially developed by turbojet motors, how does the turbofan motor work? The following Danfoss Motor will be described in detail.
Learn how the turbofan motor works and first explain its construction. The turbofan motor consists of a fan, a low pressure compressor (specific to a culvert fan), a high pressure compressor, a combustion chamber, a high pressure turbine that drives the compressor, a low pressure turbine that drives the fan, and an exhaust system. The high-pressure compressor, the combustion chamber and the high-pressure turbine are collectively referred to as the core machine. The available energy in the gas discharged from the core machine is partially transmitted to the low-pressure turbine to drive the fan, and the remaining part is used in the nozzle to accelerate the discharge. Gas.
The fan rotor is actually a compressor with a long length of one or several stages. After the air flows through the fan, it is divided into two ways: one is the intrinsic airflow, the air continues to be compressed by the compressor, and the combustion of the combustion chamber and the fuel is mixed, and the gas passes through the turbine. And the nozzle expands, the gas is discharged from the tail nozzle at high speed, and the thrust is generated. The flow path is through the low pressure compressor, the high pressure compressor, the combustion chamber, the high pressure turbine, the low pressure turbine, and the gas is discharged from the nozzle; the other is the outer culvert After the fan, the air is directly discharged into the atmosphere through the outer duct or discharged together with the connotation gas in the nozzle. Turbofan motors combine the advantages of turbojet and turboprop motors. The turbofan motor converts most of the gas energy into the torque that drives the fan and compressor, and the rest is converted into thrust. The total thrust of the turbofan motor is the sum of the thrust generated by the core motor and the fan. This type of turbofan motor with two inner and outer ducts is also called an inner and outer culvert motor. That is to say, the turbofan motor may be separately exhausted or mixed exhaust, and may be short outer culvert or long outer culvert (full culvert).
The fan can be driven as a low pressure compressor in stage 1 by a low pressure turbine or as a separate turbine. The thrust of a turbofan motor consists of two parts: the thrust generated by the connotation and the thrust generated by the outer culvert. For high bypass ratio turbofan motors, the thrust generated by the fan accounts for more than 78%. The ratio of the air flow through the outer culvert and the connotation is called the bypass ratio or flow ratio. The bypass ratio has a great influence on the performance of the turbofan motor. The duct ratio is large and the fuel consumption rate is low, but the windward area of the motor is large. When the duct is small, the windward area is small, but the fuel consumption rate is large. An internal and external culvert that separates the two air streams into the atmosphere is called a split-type turbofan motor. The two inner and outer culverts are immersed in the mixer behind the connotation turbine and then discharged into the atmosphere through the same nozzle, which is called a mixed-discharge turbofan motor. The turbofan motor can also be fitted with an afterburner to become an afterburning turbofan motor. The afterburner on the split turbofan motor can be installed in the intrinsic turbine or in the outer culvert, respectively, and on the hybrid turbofan motor behind the mixer.
With the development of science and technology, the advantages of turbofan motors are becoming more and more prominent, such as low fuel consumption rate in aircraft flight and high efficiency in propelling aircraft. However, it also has problems such as complex motor structure and difficulty in design, and further research and improvement are needed.