Air turbine powered accessory

ACCESSORY POWERED BY AN AIR TURBINE

The present invention relates generally to accessories actuated by an aircraft engine, such as an electric generator for an aircraft actuated by gas turbines and, more particularly, to such accessories and electric generators actuated by air turbines or air turbines. electric motors.

Airplanes powered by jet engines have main aircraft electrical generators to power electrical equipment on board the aircraft and in the reactor. Gearbox driven integrated drive generator systems (IDGS) and older constant speed drive (CSD) generators have been widely used in the past for powering aircraft. Variable Speed ​​Constant Frequency (VSCF) generators, driven by a gearbox, have been developed more recently and have replaced IDGS systems in some aircraft. The IDGS system uses a hydraulically operated variable speed planetary gear system to maintain constant generator speed and therefore constant electrical frequency with variable reactor speed. The VSCF uses a direct drive generator and electric drive to maintain a constant electric frequency.

The AC power requirements of military aircraft are usually 114 to 116 volts, for a frequency of 399 to 401 Hz. Some deviation from these tolerances is permissible, since many modern electrical components such as actuators. Electric aircraft control motors are not very sensitive to deviations from these tolerances. It is important for electrical control systems to maintain the electrical frequency and thus the electrical frequency is detected for speed logic in associated controls to account for a sudden change in electrical load. Therefore, systems that generate electricity for airplanes must conserve a large amount of reserve power. The complexity of managing excess electricity is necessary for load shedding.

Future high-speed aircraft may require combined cycle reactors that operate as bypass reactors (RDFs) up to about Mach 3.5 and as pure ramjets (ST) above Mach 3.5. These reactors require a suitable means to drive a generator when operating in ramjet mode. Using a gearbox or other type of shaft-driven mechanical reactor main generator for the ST mode of operation is likely to be very inefficient, and the gearboxes are heavy and complex. Therefore, it is very desirable to have a pneumatically driven generator driven by the RDF compressor at a lower Mach number, and the air inlet duct ST has higher Mach numbers. For the same reason, it is highly desirable that all reactor accessories (fuel pumps and hydraulic pumps) also be pneumatically operated.

An aircraft accessory system includes an air turbine direct drive accessory operating under the action of the engine reactor, and an air turbine drivingly coupled directly to the accessory by an air turbine shaft. The air turbine includes a variable geometry turbine nozzle in selectable direct flow communication with at least two sources of compressed air to the reactor.

The two sources of compressed air for the reactor can be a CHP interstage bleed and a CHP compressor discharge stage bleed. The variable geometry turbine manifold may be in selectable direct flow communication with a third source of reactor compressed air such as a bypass duct or a reactor inlet duct. The air turbine may have a turbine outlet which may be in selectable direct flow communication with at least two reactor air manifolds at a relatively lower pressure. At least one of the two air manifolds may be located at the rear end of a bypass duct and in a divergent section of the exhaust nozzle.

The variable geometry turbine nozzle may be in selectable direct flow communication with a third source of reactor compressed air, the third source of reactor compressed air being a bypass duct or a reactor inlet duct.

The accessory driven by an air turbine can be a constant voltage electric generator.

The system may also include a constant voltage generator control system for controlling the constant voltage electric generator. The control system may include a rotational speed sensor positioned to measure the discharge rotor speed of the air turbine and

Λ J output a rotor speed signal, a converter used to filter and then convert the rotor speed signal, initially a frequency signal, into an analog signal indicating the speed of the discharge rotor of the air turbine, in revolutions / min, a comparator cooperating with the converter to receive the analog signal and compare the analog signal with an expected acceleration and deceleration as well as with speed limits, and calculating a resulting error signal, a torque motor control cooperating with a pneumatic servo valve to perform the compensation and gain of the torque motor control to adjust the vanes.

The system may further include a rectifier to convert the alternating current produced by the constant voltage electric generator to direct current and adapt the direct current to an aircraft electrical load.

The accessory driven by an air turbine can be a constant frequency electric generator.

The system may further include a constant frequency generator control system for controlling the constant frequency electric generator. The control system may then include a rotational speed sensor placed to measure the speed of the discharge rotor of the air turbine and deliver a rotor speed signal, a converter serving to filter and then convert the rotor speed signal. , initially a frequency signal, as an analog signal indicating the speed of the discharge rotor of the air turbine, in revolutions / min, a comparator cooperating with the converter to receive the analog signal and compare the analog signal with an expected acceleration and deceleration and a speed set point, and calculate a resulting error signal, a torque motor control cooperating with a servo valve pneumatic to operate a pneumatic actuator cooperating with and serving to adjust the vanes of the variable geometry turbine distributor, and the comparator for using the resulting error signal to compensate and gain torque motor control to adjust the vanes.

The system may further include a voltage regulator for matching the direct current supplied by the constant frequency electric generator to an electrical load for an aircraft.

The system may further include the turbine driven accessory, which is a variable speed centrifugal fuel pump, a variable speed centrifugal fuel pump control system for controlling the speed of the fuel pump to maintain a constant pressure drop (dP) in a fuel metering device which is in fluid receiving communication with the fuel pump. The control system may then include a rotational speed sensor placed to measure the speed of the discharge rotor of the air turbine and deliver a rotor speed signal, a converter serving to filter and then convert the rotor speed signal. , initially a frequency signal, as an analog signal indicating the speed of the discharge rotor of the air turbine, in revolutions / min, a comparator cooperating with the converter to receive the analog signal and compare the analog signal with an expected acceleration and deceleration and with a pressure drop (dP) set point in the fuel metering device, and calculate an error signal by resulting, a torque motor control cooperating with a pneumatic servo valve to operate a pneumatic actuator cooperating with and serving to adjust vanes of the variable geometry turbine distributor, the comparator serving to use the resulting error signal to perform compensation and gain of the torque motor control in order to adjust the blades.

An aircraft ramjet, comprises, in downstream serial fluid flow communication, an annular engine inlet duct, a fan duct surrounding a fan section, a gas generator, a low pressure turbine and an exhaust duct. A bypass duct extends downstream from at least a portion of the fan section around the gas generator and the low pressure turbine to an exhaust duct downstream of and in fluid communication with the gas generator. gas generator and with the bypass duct. Dynamic pressure combustion chambers are actively placed in the reactor and allow the reactor to operate in ramjet mode. An accessory is driven by an air turbine directly driven by the aircraft's engine. An air turbine is driven directly connected to the attachment by an air turbine shaft. The air turbine has a variable geometry turbine distributor. The variable geometry turbine nozzle is in selectable direct flow communication with at least two sources of compressed air to the reactor.

A bypass turbofan reactor includes, in downstream serial fluid flow communication, a fan duct surrounding a fan section, a gas generator, a low pressure turbine. A bypass duct extends downstream from at least part of the fan section and surrounds at least part of the gas generator. An accessory is driven directly by an air turbine powered by an aircraft engine. An air turbine is drive-coupled directly to the attachment by an air turbine shaft. The air turbine has a variable geometry turbine distributor. The variable geometry turbine nozzle is in selectable direct flow communication with at least two sources of compressed air to the reactor.

The invention will be better understood on studying the detailed description of an embodiment taken by way of non-limiting example and illustrated by the appended drawings, in which:

Fig.l is a sectional view showing a bypass reactor-a variable-cycle ramjet with, shown schematically, a constant frequency generator driven directly by an air turbine;

Fig. 2 is a schematic view showing an aircraft accessory system with the air turbine direct drive constant frequency generator of FIG. 1;

Fig. 3 is a schematic view showing an aircraft accessory system with a constant voltage electric generator operated by an air turbine such as that shown in FIG. 1;

Fig. 4 is a schematic view showing an aircraft accessory system with a variable speed centrifugal fuel pump operated by an air turbine such as that shown in FIG. 1;

Fig. 5 is a sectional view showing variable blades in a variable geometry turbine nozzle of the air turbine shown in Figures 1 and 2;

Fig. 6 is a sectional view showing an example of a high bypass double flow reactor with the direct drive constant frequency generator by air turbine shown schematically; and Fig. 7 is a sectional view showing the example of a high bypass double-flow reactor with the constant frequency generator with direct drive by air turbine schematically illustrated in FIG. 6, with another low pressure reactor air manifold.

In Fig. 1 are shown in section an example of a variable-cycle ramjet-bypass reactor 12 and an example, shown schematically, of an aircraft accessory system 10 having a constant frequency generator 90 with direct drive by gas turbine, representative accessories 91 with direct drive by air turbine. The reactor 12 comprises a single annular reactor inlet duct 16 for receiving ambient air (not shown in FIG. 1) from outside the airplane and to convey the air 15 present in the inlet duct from the inlet 14 of the airplane and guide the latter to an inlet 17 of the reactor 12. A Fan duct 19 extends downstream of the inlet 17 of the reactor and is defined between an outer casing 20 and a conical inner hub 22, both of which are arranged concentrically about a longitudinal central geometric axis 24 of the reactor 12 .

A fan section 25 shown as a two-part fan assembly 26, comprising a front fan 28 disposed in the fan duct 19 and a rear fan 30 disposed downstream of the front fan 28 in communication. flow with it. The front and rear blowers 28 and 30 each have a single row of front and rear fan blades, respectively 32 and 34, spaced apart from each other in the circumferential direction. Inlet guide vanes 36 are disposed in the fan duct 19 upstream of the front fan 28 and extend between the housing 20 and the hub 22, and variable outlet guide vanes are disposed in the fan duct 19. just downstream of the front fan 28 and extending between the hub 22 and the housing 20. The rear fan 30 has a rear casing 40 defining a flow divider 42 at an upstream end thereof, and an inner casing 44 spaced radially inwardly with respect to the outer casing 40.

The reactor 12 further includes a gas generator 50 disposed downstream of the rear fan 30 and in flow communication therewith. The gas generator 50 itself comprises a compressor 52, a combustion chamber 54 and a high pressure turbine (THP) 56. Downstream of the THP 56 is a low pressure turbine (TBP) 58. The exemplary embodiment of the gas generator 50 shown here includes a single row of THP turbine blades 55 spaced circumferentially in the THP 56, and a single row of TBP turbine blades 57 spaced in the direction. circumferential in the TBP 58. The THP 56 is power-coupled with the rear fan 30 and the compressor 52 by a first rotor shaft 84. The TBP 58 is power-coupled with the front fan 28 by a second rotor shaft 86.

A bypass duct 60 surrounds the rear fan 30 and the gas generator 50 and has a front bypass duct 62 surrounding the rear fan 30. The bypass duct 60 behaves like a dynamic pressure duct during a ramjet mode of operation. of reactor 12. A front bypass inlet 64 is in selective flow communication with the front blower 28. The bypass duct 60 has an intermediate bypass duct 66 disposed between the rear blower 30 and the gas generator 50 in flow communication with the rear blower 30. The bypass duct 60 also includes a rear bypass duct 68 surrounding the gasket. gas generator 50 and in flow communication with the forward and intermediate bypass ducts 62 and 66. A mode selector 88 is disposed in the front bypass inlet 64 and can be operated in the open position, which allows a first portion 89 of the air present in the inlet duct and coming from the front blower 28 to be released. enter the front bypass duct 62, and in the closed position, which prevents air from the front blower 28 from entering the front bypass duct 62.

A thrust increasing device 70, which can also be called a dynamic pressure combustion chamber, because it also operates in the ramjet operating mode of the reactor 12, is arranged in an exhaust duct 71 downstream of the gas generator 50 as well. from the bypass duct 60 and receives bypass air 72 coming from the bypass duct 60, and discharge gases 74 from the combustion of the gas generator, coming from the gas generator 50. The thrust increasing device 70 comprises a plurality of fuel injectors 76 and flame stabilizers 80 arranged downstream of the fuel injectors 76. The thrust increasing device 70 or dynamic pressure combustion chamber makes it possible to operate the reactor in ramjet mode. A converging-diverging variable area exhaust nozzle 82 is disposed downstream of and in flow communication with the thrust increasing device 70.

The variable cycle reactor 12 is designed to operate in a non-bypass mode in which the mode selector 88 is placed in the closed position and all of the air from the inlet duct is directed through the front blower 28 and the blower. rear 30, then via the intermediate bypass duct 66 as well as the gas generator 50. The variable cycle reactor 12 is also designed to operate in a bypass mode in which the mode selector 88 is placed in the open position and the air 15 in the inlet duct is directed from the front blower 28 to both the front blower. front bypass duct 62 and towards the rear blower 30, and the air coming from the rear blower 30 is directed both to the intermediate bypass duct 66 and to the gas generator 50. The variable cycle reactor 12 is also designed to operate in ramjet mode in which the mode selector 88 is placed in the forward position, the gas generator 50 is idled or stopped so that there is virtually no combustion in the combustion chamber 54 to operate the THP 56 and the TBP 58, and the thrust booster 70 is operated as a dynamic pressure combustion chamber to burn the bypass air 72 with fuel from the fuel injectors 76 in the ramjet mode of operation.

The exemplary aircraft accessory system 10 illustrated in Figures 1 and 2 comprises a constant frequency generator 90 with direct air turbine drive, representative of direct drive air turbine accessories. The electric generator 90 at constant frequency operates under the influence of an air turbine 94 comprising a turbine distributor 96 of variable geometry, illustrated more particularly in FIG. 5, and provides frequency or load matching power generation without requiring a gear mechanism or frequency control. The constant frequency electric generator 90 is directly coupled to the air turbine 94 by an air turbine shaft 92. In reactors which are not ramjets and in ramjets, the removal of the gear mechanism or frequency control can result in great savings in weight, space and cost of the aircraft and the reactor. When reactors are operating as pure ramjets (above Mach 3.5) or in ramjet mode, the gas generator 50 is idled or stopped so that there is virtually no combustion in the chamber. of combustion 54 to operate the THP 56 and the TBP 58. In this mode of operation as a bypass reactor, there is no suitable means for efficiently operating a gear-driven generator. It does not appear judicious to have a gearbox or other type of generator mechanically driven by a main shaft of the reactor only for the bypass reactor mode and to have a different system for the ramjet mode.

The variable geometry turbine distributor 96, located at an inlet 97 of the air turbine 94, serves to regulate the flow in the air turbine 94 and to establish an appropriate discharge section A of the vanes (see Fig. 5). and therefore the air flow required to meet the turbine torque requirements for the power delivered at a specific speed of the turbine. A pneumatic actuator 100 operates the variable vanes 102 and the full movement 103 (shown in FIG. 5) Variable vanes 102 may be of the order of 6.35 mm (1/4). The mechanical part of the turbine speed control is therefore extremely fast.

The variable geometry turbine distributor 96 of the air turbine 94 is in selectable direct flow communication with at least two compressed air sources 108 of the reactor, for example a compressor stage or a dynamic pressure duct such as the reactor. bypass duct 60. The bleed ports are ordinarily used to draw compressed air from these parts of the reactor. Shown here are three sources of compressed reactor air 108, used for the air flow 95 in the air turbine, and another possible source. A three-way air valve 110 selectively places the variable geometry turbine distributor 96 in flow communication with the bypass duct 60, an interstage sample 112 from the CHP, or alternatively a sample 114 from the reactor compressor discharge stage. 12. The three-way air valve 110 provides the air flow 95 for the air turbine 97. Air 118 at the discharge pressure of the compressor or PRC, taken from the compressor discharge stage 114 bleed or CHP interstage bleed air 120 taken from the CHP interstage bleed 112 are used in the non-operating modes. Reactor operating ramjet. Bypass bleed air 124 taken from bypass duct 60 is used during operation of the ramjet reactor. Alternatively, instead of the bypass bleed air 124 taken from the bypass duct 60, the dynamic pressure inlet air 128 taken from the reactor inlet duct 16 can use the mode of. ramjet operation of the reactor. The interstage sample 112 comprises at least one CHP sampling orifice 130 which is connected by a CHP sampling duct 132 to the three-way air valve 110. The compressor discharge stage drawdown 114 has at least one PRC draw-off port 138 which is connected to a PRC draw-off duct 140 at the three-way air valve 110. At least one bypass duct bleed port 134 for the bypass duct 60 is connected by a bypass bleed duct 135 to the three-way air valve 110. According to another possibility, the inlet duct 16 has at least one inlet duct sampling orifice 132 connected by an inlet sampling duct 144 to the three-way air valve 110.

The air turbine 94 delivers the air turbine air stream 95 through its turbine outlet 150 which is in selectable direct flow communication with at least two relatively lower pressure reactor air manifolds 152, for example. the exhaust ports 153 located at a rear end 154 of the bypass duct 60 and in a diverging section 156 of the ejection nozzle 82. A two-way air valve 160 selectively connects the turbine outlet 150 of the air turbine 94 in ejection flow communication with either the rear end 154 of the bypass duct 60 or with the diverging section 156 of the nozzle. 'ejection 82. This air turbine ejection system 158 allows all of the turbine air flow 95 to be returned to the reactor exhaust gases, which negates the net loss of reactor thrust which otherwise , would occur if air was released into the atmosphere.

A constant frequency generator control system 164 for the constant frequency electric generator operated by the air turbine 94 and the variable geometry turbine distributor 96 is shown schematically in FIG. 2. A rotational speed detector 170 such as a single pole sensor is placed to measure the speed of the discharge rotor of the air turbine 94. In the exemplary embodiment of the air turbine 94, the rotational speed sensor 70 is set to measure the rotational speed of the shaft 92 of the air turbine. A rotor speed signal 172 supplied by the rotational speed sensor 170 is filtered and then, in converter 176, it is converted, initially being a frequency signal, to an analog signal 174 indicating the rotational speed, in rpm. , of the air turbine shaft 92. Analog signal 174 is compared with parameters 177 in memory, predicted acceleration and deceleration, and a speed setpoint, in comparator 180. A resulting error signal 182 is used by the comparator for compensation and adjustment. gain for controlling a torque motor drive mechanism 184 which in turn operates a pneumatic servo valve 190. The pneumatic servo valve operates a pneumatic actuator 192 which adjusts the vanes 194 of the variable geometry turbine valve 96 (shown in Fig. 5). The constant frequency electric generator 90 produces an alternating current 200 which is conducted to a voltage regulator 202 which matches the current to an electric load 206 of the aircraft and / or other accessories.

A constant voltage generator control system 168 for a constant voltage electric generator 220 operated by the air turbine 94 and the variable geometry turbine distributor 96 is shown schematically in FIG. 3. A rotational speed sensor 170 such as a single pole sensor is placed to measure the speed of the turbine discharge rotor of the air turbine shaft 92. A rotor speed signal 172 provided by the rotational speed sensor 170 is filtered, then, in converter 176, is converted, initially being a frequency signal, to analog signal 174 indicating the rotational speed of shaft 92. of air turbine. The analog signal 174 is compared, in a comparator 180, and with speed limits. A resulting error signal 182 is used by the comparator for compensation and gain controlling a torque motor drive means 184 which itself operates a pneumatic servo valve 190. The pneumatic servo valve operates a pneumatic actuator. 192 which adjusts the variable vanes 102 of the variable geometry turbine distributor 96. The constant voltage electric generator 220 produces alternating current 200 which is conducted to a rectifier 240 where the current is converted to direct current 204. The direct current 204 is then conducted to a voltage regulator 202 which adapts the voltage. current to an electrical load 206 of the aircraft and / or other accessories.

In Fig. 4 is schematically shown a variable speed centrifugal fuel pump 250 operating under the action of the air turbine 94 which is controlled by the distributor 96 of the variable geometry turbine. A variable speed centrifugal fuel pump control system 254 is designed to control the speed of the pump and maintain a constant drop in pressure dP (often written as QP) in a fuel metering device 258 which is in receiving communication. of fluid with the 250 centrifugal variable speed fuel pump. A dP detector 266 measures the drop in pressure dP in the fuel metering device 258 and sends to the comparator 180 a dP signal 270 representative of the dP. A rotational speed detector 170 such as a single pole sensor is placed to measure the speed of the turbine discharge rotor of the air turbine shaft 92. A rotor speed signal 172 supplied by the rotational speed sensor 170 is filtered and then, in converter 176, is converted, initially being a frequency signal, to analog signal 174 indicating the rotational speed of shaft 92 of. air turbine. The analog signal 174 is sent to a comparator 180 where it is compared to an expected acceleration and deceleration, a pressure decrease set point dP in the fuel metering device 258, and with the dP signal 270 measured by the detector 266. of dP. A resulting error signal 182 is used by the comparator for compensation and gain, controlling torque motor drive means 184 which itself operates a pneumatic servo valve 190. The pneumatic servo valve operates a pneumatic actuator 192 which adjusts the vanes 102 of the variable geometry turbine valve 196. The fuel pump 250 pumps fuel 256 to a fuel source 260 via a fuel line 264 to the fuel metering device 258.

Other types of aircraft gas turbine engines may use accessories 91 with direct air turbine drive. Various types of ramjets or reactors capable of operating in ramjet mode, as well as bypass reactors 12 with medium and large bypass can be used with accessories 91 with direct drive by air turbine. A first type of ramjet consists of a ducted combustion chamber with dynamic pressure combustion chambers placed in a bypass duct. In Fig. 6 is shown in section an example of a double-flow reactor 312 with a strong bypass, as well as the example of an accessory system 10 of an aircraft, illustrated schematically, comprising the generator 90 at constant frequency with direct drive by air turbine which is representative of the accessories 91 with direct drive by air turbine. The reactor 312 comprises a fan duct 317 which is understood to be downstream of an inlet

316 reactor and is further defined between an outer casing 320 and a conical inner hub 22 both disposed concentrically about a longitudinal central geometric axis 24 of the reactor 312. The circular inlet is designed to receive ambient air 18.

Reactor 312 further includes, in downstream serial fluid flow communication, a fan section 326 disposed within the conduit.

317 blower, a low pressure compressor (CBP) 352, a gas distributor 350, and a low pressure turbine (TBP) 358. The blower section 326 includes at least one row of blower blades 332 spaced apart in the chamber. circumferential direction, mounted on a fan disc 333. An inner casing 340, having a flow divider 42 at an upstream end thereof, is located just downstream of the fan blades 332. A bypass duct 360 is defined between the outer and inner casings, respectively 320 and 340. The gas distributor 350 comprises, in downstream serial flow communication, a high pressure compressor (CHP) 353, a combustion chamber 354, a high pressure turbine (THP) 356 and a low pressure turbine (TBP) 358. The THP 356 is power-coupled to the CHP 353 by a first rotor shaft 384. The TBP 358 is power-coupled to the blower disc 333 and the low pressure compressor (CBP) 352 by a second rotor shaft 386.

Just downstream of the TBP 358 is a gas distributor ejection nozzle 370. A bypass duct ejection nozzle 374 is defined at a downstream end of bypass duct 360. Other embodiments of the high bypass bypass reactor have long duct pods and the bypass duct extends downstream or behind the TBP, where a mixer mixes the flow 380 from the bypass duct with the bypass duct. flow 382 of the gas distributor stream exiting the TBP 358.

The various examples of aircraft accessory systems described above can be used with the high bypass bypass reactor illustrated in FIG. 6. The variable geometry turbine distributor 96 of the air turbine 94 is in selectable direct flow communication with at least two sources of compressed reactor air 108, for example two stages of the CHP 353. In FIG. 6 two sources 108 of compressed reactor air are illustrated, serving for the air flow 95 of the air turbine. A two-way air valve 410 selectively connects the variable geometry turbine distributor 96 in flow communication either with the interstage drawdown 112 of the CHP 353 or with a compressor discharge stage drawdown 414 at the downstream end or rear of the CHP. The air 118 at the compressor discharge pressure or PRC taken from the compressor discharge stage 414 or the interstage CHP bleed air 120 taken from the CHP interstage sample 112 is used during reactor operation. .

The air turbine 94 delivers the air flow 95 from the air turbine through its turbine outlet 150 which is in direct flow communication with at least one manifold 152 of relatively low pressure reactor air, e.g. exhaust ports 153 located, for example, in the gas distributor ejection nozzle 370, as illustrated in FIG. 6, or at a rear end 154 of the bypass duct 360, as illustrated in FIG. 7. This allows all of the turbine airflow 95 to be returned to the reactor exhaust gases, thus negating the net loss of reactor thrust that would otherwise occur if air were released into the reactor. atmosphere.

LIST OF MARKS

Aircraft Accessory System

Double-flow reactor - ramjet

Entering the plane

Inlet duct air

Reactor inlet pipe

Reactor entrance

Ambiant air

Blower duct

Exterior housing or nacelle

Conical inner hub

Longitudinal central geometric axis

Blower section

Two-part blower assembly

Front blower

Rear blower

Front blower vanes

Rear blower vanes

Entrance guide vanes

Output guide vanes

Outer casing

Flow divider

Inner casing

Gas generator

Compressor

Combustion chamber

HP turbine blades

High pressure turbine (THP)

LP turbine blades

Low pressure turbine (TBP)

Bypass duct

Front bypass duct

Front bypass input

Intermediate bypass duct

Rear bypass duct

Thrust booster

Ejection duct

Bypass air

Discharge gas

Fuel injectors

Fuel injectors

Flame stabilizer

Ejection nozzle

First rotor shaft

Second rotor shaft

Mode selector

First part

Generator

Turbine operated accessories

Tree

Air turbine

Air turbine air flow

Turbine distributor

Turbine inlet

Pneumatic actuator

Variable blades

Full movement

Reactor air sources

Pneumatic servovalve

Interstage sampling

Compressor discharge stage intake Air at compressor discharge pressure (PRC) Interstage exhaust air at PRC

Bypass bleed air

Dynamic pressure inlet air

CHP sampling port

CHP sampling line

Bypass duct sampling port

Bypass sampling line

8. PRC sampling port

140. PRC sampling line

142. Inlet duct sampling port

144. Inlet sampling line

150. Turbine outlet

152. Relatively lower pressure reactor air manifold

153. Ejection holes

154. Rear end

156. Divergent S ection

158. Air turbine ejection system

160. Two-way air valve

164. Constant frequency generator control system

168. Constant voltage generator control system

170. Speed ​​detector

172. Speed ​​signal

174. Analog signal

176. Converter

177. Parameters in memory

180. Comparator

182. Error signal

184. Torque motor drive mechanism

190. Pneumatic servovalve

192. Pneumatic actuator

194. Aubages

200. Alternating current

202. Voltage Regulator

204. Continuous current

206. Electrical charge

220. Electric generator

240. Rectifier

250. Fuel pump

254. Variable Speed ​​Centrifugal Fuel Pump Control System

256. Fuel

258. Fuel metering device

260. Fuel source

264. Fuel line

266. DP detector

270. DP signal

312. Bypass bypass reactor

316. Reactor entrance

317. Blower duct

320. Outer casing

326. Blower section

332. Blower blades

333. Blower disc

340. Inner casing

350. Gas generator

352. Low pressure compressor (CBP)

353. High pressure compressor (CHP)

354. Combustion chamber

356. High pressure turbine (THP)

358. Low pressure turbine (TBP)

360. Bypass duct

370. Center distributor ejection nozzle

374. Bypass duct ejection nozzle

380. Bypass duct flow

382. Gas generator current flow

384. First rotor shaft

386. Second rotor shaft

410. Two-way air valve

414. Discharge stage sampling

420. Main discharge nozzle

A - Discharge section dP - Pressure reduction