Abstract: A method includes simplifying flowing of airflow at root of a rotor blade into flowing of free jet, and determining an airflow expansion angle according to Mach number of incoming flow at root of a stator vane; calculating a radial height difference between a first end point on a leading edge of a stator platform and a trailing edge of an adjacent rotor platform by using an axial distance thereof, the angle and a deviation coefficient; determining position of the first end point with radial height difference; determining intersection point of the leading edge and the stator platform as position of a second end point on the leading edge; and determining a profile line between the points by bridging spline curves, so that the tail end thereof is tangent to the intersection line, and the starting end thereof is kept on same plane as side wall of the leading edge.

Abstract: A blade platform, comprising a pair of side edges and a pair of bottom edges, wherein the side edge comprises a linear portion and a curved portion, wherein the linear portion comprises a first linear portion and a second linear portion, and the curved portion comprises a first curved portion and a second curved portion; wherein the first linear portion and the second linear portion are connected to two ends of the curved portion and are tangent to the curved portion, slopes of the first curved portion and the second curved portion are in the same direction and the first curved portion and the second curved portion are circumscribed. The benefits of the blade platform are that the problems of platforms pushing against each other and get stuck during the working state as in the prior art or lack of accuracy in the test results of the blade circumferential clearance test and the dynamic balance test can be avoided.

Abstract: Disclosed is design optimization method of the structure considering centrifugal loads and stress constraints. Compared with the prior art, this application improves the method for obtaining the relaxation coefficient c, including the calculation of the second predicted maximum stress based on the predicted stress method from steps S9.1 to S9.8. The influence of the existence of jagged boundaries and gray densities on the calculation of the structural stress field is reduced. The most important thing is to decide whether to use linear penalty or nonlinear penalty for the elastic modulus of each element according to the ratio of the number of elements with design variables less than 0.1 and greater than 0.9 to the total number of elements. Introducing the predicted maximum stress can make full use of the allowable stress of materials, improve the quality of optimization design, and obtain a design scheme with a lighter mass.

Abstract: A combined cycle propulsion system (CCPS) module combines a low-speed propulsion system (LSPS) such as a turbojet and a high-speed propulsion system (HSPS) such as dual mode ramjet engines with a mid-speed propulsion system (MSPS) such as a ejector ramjet engine to close a thrust gap between the upper operation limit of the LSPS and the lower operation limit of the HSPS in a flight vehicle. A cooling system ensures thermal protection of the non-operating LSPS during MSPS or HSPS operation by cooling tapped air from the MSPS or HSPS using a heat exchanger and expansion in a turbine/generator and directing cooled tapped air into the LSPS.

Abstract: An aircraft engine includes an outer casing, an inner casing, a first rotating shaft, a first fan, a second fan, a first combustor, and a second combustor. The outer casing has an outer intake end and an outer exhaust end. The inner casing includes a first section and a second section arranged in an axial direction. The first rotating shaft is rotatably disposed in the inner casing. The first fan includes an inner turbine portion, a first connection portion, and an outer turbine portion. The second fan is connected to the first rotating shaft and disposed on the outer intake end side of the first section wherein an outer diameter of the second fan is larger than that of the first section. The first combustor is disposed between the second fan and the outer turbine portion. The second combustor is disposed between the second fan and the inner turbine portion.