CN108167089B - Supersonic internal combustion aircraft engine - Google Patents
Supersonic internal combustion aircraft engine Download PDFInfo
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- CN108167089B CN108167089B CN201710849783.4A CN201710849783A CN108167089B CN 108167089 B CN108167089 B CN 108167089B CN 201710849783 A CN201710849783 A CN 201710849783A CN 108167089 B CN108167089 B CN 108167089B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02K5/00—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan
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Abstract
The invention relates to an aircraft engine, in particular to a supersonic speed internal combustion aircraft engine. The purpose is in order to improve aeroengine's efficiency, reduces aeroengine's cost, maintenance cost and fuel expense, and the structure includes the fuselage, is equipped with centrifugal compressor, internal-combustion engine unit in the fuselage, piston internal-combustion engine, jet system, and centrifugal compressor is located the front portion of fuselage, internal-combustion engine unit be located the fuselage middle part, jet system is located the fuselage rear portion. Centrifugal compressors are installed at the front part and the middle part of the engine body, the centrifugal compressors are used for compressing air, the piston internal combustion engine set is used for combustion and expansion work, and a compression combustion expansion spray pipe is arranged at the middle part of the engine or a stamping combustion expansion spray pipe is arranged at the tail part of the engine to generate thrust. The total efficiency of the aircraft engine can reach 95%. And maintenance cost and manufacturing cost are greatly reduced.
Description
Technical Field
The invention relates to an aircraft engine, in particular to a supersonic speed internal combustion aircraft engine.
Background
Currently, there are three main categories of existing aircraft engines: piston internal combustion engines, gas turbines, and ramjet engines.
The piston internal combustion engine can only be used for an airplane with lower power and lower flying speed generally, and under the same lower flying speed, the engine has higher thermal efficiency than a gas turbine but small thrust-weight ratio;
the gas turbine belongs to an external combustion engine, so that the heat efficiency of the gas turbine is lower than that of an internal combustion engine with the same power at a lower flying speed, and the manufacturing cost is high. The outstanding advantages are that: the thrust-weight ratio is large, and the single machine power is large;
the ram engine has the highest thermal efficiency, the largest thrust-weight ratio and low cost during high-speed flight, but has the following defects: the thermal efficiency is ultra-low during low-speed flight, and the aircraft cannot be automatically started to take off from a static condition.
Disclosure of Invention
The invention aims to improve the efficiency of an aero-engine and reduce the manufacturing cost, the maintenance cost and the fuel cost of the aero-engine, and provides a supersonic internal combustion aero-engine.
The technical scheme of the invention is that the supersonic speed internal combustion aeroengine is characterized in that: the structure comprises a machine body, wherein a centrifugal compressor, an internal combustion engine unit, a piston internal combustion engine and an air injection device are arranged in the machine body, the centrifugal compressor is positioned at the front part of the machine body, the internal combustion engine unit is positioned at the middle part of the machine body, and the air injection device is positioned at the rear part of the machine body.
Compared with the prior device, the invention has the innovation points that: centrifugal compressors are installed at the front part and the middle part of the engine body, the centrifugal compressors are used for compressing air, the piston internal combustion engine set is used for combustion and expansion work, and a compression combustion expansion spray pipe is arranged at the middle part of the engine or a stamping combustion expansion spray pipe is arranged at the tail part of the engine to generate thrust. If the fan blade group is installed, the piston internal combustion engine can also drive the fan blades to rotate to generate thrust; the self exhaust injection also generates a small amount of thrust.
The centrifugal compressor comprises a centrifugal compressor set volute, a centrifugal compressor set impeller and a speed increasing box, wherein the middle of the centrifugal compressor set volute is provided with an internal combustion engine main shaft, the internal combustion engine main shaft is provided with the centrifugal compressor set impeller, the speed increasing box is arranged between the centrifugal compressor set impeller and the centrifugal compressor set volute, the outer end of the centrifugal compressor set impeller is provided with a centrifugal compressor impeller cover, and the front part of the machine body is connected with a front fairing of the centrifugal compressor set.
The internal combustion engine set is positioned in the middle of the machine body and comprises an internal combustion engine case, an internal combustion engine cylinder and an internal combustion engine piston are arranged in the internal combustion engine case, an internal combustion engine main shaft bearing, an internal combustion engine connecting rod, an internal combustion engine crankshaft and an internal combustion engine main shaft bevel gear are arranged in the internal combustion engine case, one end of the internal combustion engine main shaft and one end of the internal combustion engine connecting rod are connected with the internal combustion engine piston, the other end of the internal combustion engine connecting rod is connected with the internal combustion engine crankshaft, the outer end of the internal combustion engine crankshaft is provided with a bevel gear, the internal combustion engine main shaft bevel gear is arranged on the internal combustion engine main shaft and is meshed with the internal combustion engine main shaft bevel gear, an internal combustion engine oil nozzle, an internal combustion engine high-pressure oil pipe, an internal combustion engine spark plug and an internal combustion engine air inlet pipe are arranged in the internal combustion engine cylinder, an internal combustion engine exhaust valve and an internal combustion engine inlet valve are arranged at the bottom of the internal combustion engine cylinder, the internal combustion engine exhaust valve is connected with an internal combustion engine exhaust valve oil-cooling electromagnetic actuator, the internal combustion engine inlet valve is connected with an internal combustion engine oil-cooling electromagnetic actuator, the air inlet valve of the internal combustion engine is connected with the air inlet pipe of the internal combustion engine, the outer side of the machine body is provided with an internal combustion engine cooling air inlet and an internal combustion engine lubricating oil cooling pipe, an internal combustion engine lubricating oil pump is arranged in the internal combustion engine cooling air inlet, and the internal combustion engine lubricating oil pump is connected with the internal combustion engine lubricating oil cooling pipe.
The air injection device comprises a conical internal combustion engine exhaust spray pipe, the rear part of the internal combustion engine exhaust spray pipe is connected with an internal combustion engine exhaust nozzle, and an internal combustion engine cooling air channel is arranged outside the internal combustion engine exhaust spray pipe.
The outer side of a cooling air duct of the internal combustion engine is provided with a stamping combustion expansion spray pipe combustion chamber, a stamping combustion expansion spray pipe oil nozzle and a stamping combustion expansion spray pipe spark plug are arranged in the stamping combustion expansion spray pipe combustion chamber, the front end in the stamping combustion expansion spray pipe combustion chamber is provided with a stamping combustion expansion spray pipe air inlet annular duct, the rear end is provided with a nozzle, a stamping combustion expansion spray pipe duct inlet flow deflector is arranged in the stamping combustion expansion spray pipe air inlet annular duct, and a stamping combustion chamber outlet flow deflector is arranged in the nozzle.
The front end of the machine body is also provided with a fan, the fan comprises a fan blade group duct shell and a fan blade group shaft, the outer end of the fan blade group shaft is provided with a shaft core fairing, and the fan blade group shaft is sequentially provided with a fan blade group 1 stage movable blade, a fan blade group 1 stage static blade, a fan blade group 2 stage movable blade and a fan blade group 2 stage static blade from outside to inside; the innermost end of the fan blade group shaft is connected with a main shaft of the internal combustion engine;
the fan blade group 1 stage stationary blade, the fan blade group 2 stage stationary blade and the fan blade group shaft are connected through a fan blade group bearing, and the outer ends of the fan blade group 1 stage stationary blade and the fan blade group 2 stage stationary blade are connected with the fan blade group duct shell.
The fan blade group duct shell is provided with a fan blade group lubricating oil tank, a fan blade group lubricating oil pump and a fan blade group lubricating oil cooling pipe, and the fan blade group lubricating oil pump pumps out lubricating oil in the fan blade group lubricating oil tank and injects the lubricating oil into the 7 fan blade group bearings through the fan blade group lubricating oil cooling pipe.
Compared with the existing aircraft engine, the existing aircraft engine is limited by high-temperature alloy materials, and the combustion temperature of the gas turbine is difficult to exceed 1600 ℃. The technical scheme of the application can easily exceed 2500 ℃ due to the use of the combustion temperature of the internal combustion engine, and the fuel efficiency is high. The cylinder can be effectively cooled, the temperature of the cylinder is not high (less than or equal to 300 ℃), no special high-temperature alloy material is needed, and the manufacturing cost and the maintenance cost of the aero-engine can be greatly reduced by applying the technology. The internal combustion engine applying the technology has no special requirement on fuel, and can reduce the fuel cost.
The total efficiency of the aero-engine flying at the speed of 3 times of the sound by applying the technology can reach 95 percent, which exceeds the most advanced 85 percent; the cost and maintenance cost is as low as 20 percent. The single machine power of the supersonic aeroengine can reach 300000kw, the thrust exceeds 30 tons, and the outer diameter of the supersonic aeroengine is less than or equal to 1.6 meters. Especially, when the supersonic aircraft engine flies at subsonic speed, the efficiency is twice as high as that of the existing turbofan aircraft engine. The thrust-weight ratio of the engine is equivalent to (or slightly larger than) that of the existing turbofan aircraft engine, and the outer diameter and the length of the engine are also equivalent.
Drawings
FIG. 1 is one of the structural diagrams of the present invention;
FIG. 2 is a second configuration diagram of the present invention;
FIG. 3 is a cross-sectional view A-A of FIG. 1;
FIG. 4 is a cross-sectional view B-B of FIG. 1;
FIG. 5 is a cross-sectional view C-C of FIG. 4;
in the figure: 1 shaft core fairing, 2 fan blade group shafts, 3 fan blade group 1-stage movable blades, 4 fan blade group ducted shells, 5 fan blade group 1-stage fixed blades, 6 fan blade group 2-stage movable blades, 7 fan blade group bearings, 8 fan blade group 2-stage fixed blades, 9 fan blade group lubricating oil cooling pipes, 10 fan blade group lubricating oil tanks, 11 impeller inlet seal, 12 fan blade group lubricating oil pumps, 13 centrifugal compressor group impellers, 14 speed increasing tanks, 15 centrifugal compressor group volute casings, 16 internal combustion engine cooling air inlets, 17 internal combustion engine lubricating oil pumps, 18 internal combustion engine lubricating oil cooling pipes, 19 internal combustion engine cylinders, 20 internal combustion engine pistons, 21 internal combustion engine cylinder sleeves, 22 internal combustion engine exhaust valves, 23 internal combustion engine intake valves, 24 internal combustion engine exhaust spray pipes, 25 stamping combustion expansion spray pipe inlet guide vanes, 26 stamping combustion chamber outlet guide vanes, 27 internal combustion engine cooling spray nozzles, 28 internal combustion engine exhaust spray nozzles, 29 stamping combustion expansion spray pipe spray nozzles, 30 heat preservation materials, 31 stamping combustion expansion spray pipe combustion chamber, 32 stamping combustion expansion spray pipe spark plug, 33 stamping combustion expansion spray pipe flame stabilizer, 34 stamping combustion expansion spray pipe oil nozzle, 35 internal combustion engine exhaust valve oil cooling electromagnetic actuator, 36 internal combustion engine intake valve oil cooling electromagnetic actuator, 37 stamping combustion expansion spray pipe air inlet annular duct, 38 internal combustion engine cylinder cover, 39 starting motor, 40 generator, 41 internal combustion engine main shaft bearing, 42 internal combustion engine connecting rod, 43 internal combustion engine crankshaft, 44 internal combustion engine main shaft bevel gear, 45 engine mounting frame, 46 internal combustion engine connecting rod bearing cover, 47 main shaft middle bearing, 48 internal combustion engine main shaft, 49 centrifugal compressor set high-pressure sealing exhaust hole, 50 centrifugal compressor set high-pressure sealing, 51 centrifugal compressor impeller cover, 52 centrifugal compressor impeller lock nut, 53 centrifugal compressor set front fairing, 54 compression combustion expansion spray pipe centrifugal compressor impeller inlet sealing, 55 internal combustion engine case, 56 internal combustion engine air inlet pipe, 57 internal combustion engine oil nozzle, 58 internal combustion engine high-pressure oil pipe, 59 internal combustion engine spark plug, 60 compression combustion expansion nozzle centrifugal compressor impeller cover and 61 compression combustion expansion nozzle centrifugal compressor impeller.
Detailed Description
As shown in fig. 1 and 2, the supersonic internal combustion aircraft engine structurally comprises a fuselage, wherein a centrifugal compressor, an internal combustion engine set and an air injection device are arranged in the fuselage, the centrifugal compressor is positioned at the front part of the fuselage, the internal combustion engine set is positioned in the middle of the fuselage, and the air injection device is positioned at the rear part of the fuselage.
The centrifugal compressor comprises a centrifugal compressor set volute 15, a centrifugal compressor set impeller 13 and a speed increasing box 14, wherein an internal combustion engine main shaft 48 is arranged in the middle of the centrifugal compressor set volute 15, the centrifugal compressor set impeller 13 is arranged on the internal combustion engine main shaft 48, the speed increasing box 14 is arranged between the centrifugal compressor set impeller 13 and the centrifugal compressor set volute 15, a centrifugal compressor impeller cover 51 is arranged at the outer end of the centrifugal compressor set impeller 13, and a centrifugal compressor set front fairing 53 is connected to the front portion of a machine body.
Specifically, the centrifugal compressor unit for air intake of the internal combustion engine comprises an impeller air inlet cover, a 1-stage impeller, a diffusion reflux device, a 2-stage impeller, a volute, a high-pressure seal, an impeller shaft, a bearing and the like (1-stage compression can be adopted, and 1 stage is enough particularly in supersonic flight). The structure principle is the same as that of a common oblique flow centrifugal compressor. The lubricating and cooling system is shared with the fan blade group. The impeller shaft is connected with the main shaft through the speed increasing box. The high-pressure seal adopts comb tooth seal, and the leaked gas returns to the air inlet of the impeller or the cooling air duct of the internal combustion engine.
The impeller air inlet cover, the 1-stage impeller, the diffusion reflux device, the 2-stage impeller and the volute are sequentially arranged from front to back and are connected with each other through bolts. A high pressure seal is located between the volute and the shaft.
The speed increasing box is positioned between the centrifugal compressor and the internal combustion engine. If a high speed internal combustion engine (12000 rpm or more) is used, the device can be eliminated. The high-speed internal combustion engine is suitable for the supersonic speed engine, and the fan blades, the centrifugal compressor and the internal combustion engine can adopt the same shaft, so that the weight of the engine is reduced.
The internal combustion engine set is positioned in the middle of the machine body and comprises an internal combustion engine case 55, an internal combustion engine cylinder 19 and an internal combustion engine piston 20 are arranged in the internal combustion engine case 55, an internal combustion engine main shaft bearing 41, an internal combustion engine connecting rod 42, an internal combustion engine crankshaft 43 and an internal combustion engine main shaft bevel gear 44 are arranged in the internal combustion engine case 55, one end of the internal combustion engine main shaft 48 and one end of the internal combustion engine connecting rod 42 are connected with the internal combustion engine piston 20, the other end of the internal combustion engine main shaft 48 is connected with the internal combustion engine crankshaft 43, the outer end of the internal combustion engine crankshaft 43 is provided with bevel gears, the internal combustion engine main shaft bevel gear 44 is arranged on the internal combustion engine main shaft 48, the bevel gears are meshed with the internal combustion engine main shaft bevel gear 44, an internal combustion engine oil nozzle 57, an internal combustion engine high-pressure oil pipe 58 and an internal combustion engine spark plug 59 are arranged in the internal combustion engine cylinder 19, an internal combustion engine air inlet pipe 56, an internal combustion engine exhaust valve 22 and an internal combustion engine intake valve 23 are arranged at the bottom of the internal combustion engine cylinder 19, the internal combustion engine exhaust valve 22 is connected with an internal combustion engine oil-cooling electromagnetic actuator 35, the internal combustion engine intake valve 23 is connected with the internal combustion engine intake valve oil cooling electromagnetic actuator 36, the internal combustion engine intake valve 23 is connected with an internal combustion engine intake pipe 56, the internal combustion engine intake pipe 56 is arranged on the outer side of the machine body, one end of the internal combustion engine intake pipe 56 is communicated with the internal combustion engine intake valve 23, and the other end of the internal combustion engine intake pipe is communicated with the centrifugal compressor set volute 15.
An internal combustion engine cooling air inlet 16 and an internal combustion engine lubricating oil cooling pipe 18 are arranged on the outer side of the machine body, an internal combustion engine lubricating oil pump 17 is arranged in the internal combustion engine cooling air inlet 16, and the internal combustion engine lubricating oil pump 17 is connected with the internal combustion engine lubricating oil cooling pipe 18. The innermost end of the main shaft 48 of the internal combustion engine is provided with a starting motor 39 and a generator 40.
The internal combustion engine set device group can be composed of a plurality of cylinders, pistons, connecting rods, crankshafts, bevel gears, main shafts, a case, an intake valve, an exhaust valve, a lubricating and cooling system, an electric control high-pressure fuel system, an electric control valve system, an intake pipe, an exhaust nozzle, a cooling air duct, a starting motor (a hydraulic or electric motor), a generator, an electronic electric controller and the like which are arranged in parallel. The structure is similar to that of a common piston internal combustion engine.
The difference lies in that: the compression stroke and the air inlet stroke are not provided, the air inlet and the work doing are in the same stroke, and only two strokes are provided; the electric control valve is adopted, the valve mechanism is simplified, the expansion ratio is flexibly adjusted, and the exhaust temperature is controlled.
In order to reduce the diameter of the engine (reduce the flight resistance) as much as possible, when the number of the cylinders exceeds 4, the cylinders can be arranged in two sections (the power is more than or equal to 10000kw of a subsonic flight aeroengine). If the cylinder diameter is too large, the maximum speed of the internal combustion engine is limited due to too large inertia of the piston. When the diameter of the cylinder exceeds 300mm, more than 2 exhaust valves can be arranged in each cylinder to increase the response speed of the valve. The engine with medium and small power (less than or equal to 5000kw) is suitable to be provided with 4 cylinders. And the proper small stroke (smaller than the diameter of the cylinder) is favorable for saving space. The piston is cooled by oil injection, and a silicon-aluminum alloy material with low density can be used, so that the inertia of the piston is reduced.
The supersonic speed aircraft engine internal combustion engine has the air inlet pressure of 3.5-6.5 MPa and the gas temperature in the cylinder after combustion of 2100-2500 ℃.
Single engine operating principle: the piston descends: air intake (5-20% of stroke), oil injection, ignition and combustion, and expansion work; the piston moves upwards: and exhausting to complete one cycle.
The electric control fuel oil system consists of an oil tank, an oil delivery pump, a high-pressure oil pump, a piezoelectric ceramic oil nozzle, an oil pipe, an electric control board, a cable and the like. Wherein, the oil tank, the oil transfer pump, the high-pressure oil pump, the electric control board and the like are not arranged on the engine body.
The electric control valve is driven by an oil cooling (or air cooling) electromagnetic coil, and the spring returns.
The cooling of the cylinder adopts air cooling. Cold air enters from small holes (or small slits) on the periphery of the middle part of the fairing and is sprayed out from a tail annular nozzle (the center is an exhaust nozzle and the periphery is a stamping nozzle) to generate a small amount of thrust.
The front end of the air inlet pipe is connected with a volute of a centrifugal compressor positioned at the front part of the engine, the rear end of the air inlet pipe is connected with an air inlet valve of the internal combustion engine, and a double-layer heat preservation pipe is adopted. The internal combustion engine case is connected with the volute of the centrifugal compressor.
The bevel gear on the crankshaft is meshed with the bevel gear on the main shaft of the internal combustion engine. The speed ratio of the main shaft to the crankshaft can be larger than 1 or smaller than 1, namely, the speed is increased or reduced. The cylinders are evenly arranged along the circumference. The cylinder axis is parallel to the main axis of the engine. The crankshaft is in front of the cylinder, and the cylinder is behind the crankshaft, so that exhaust is facilitated. The exhaust nozzle located at the center of the tail part generates certain thrust.
The starting motor and the generator are connected with the tail end of the main shaft, and a speed reducer and a clutch or a ratchet wheel can be arranged between the starting motor and the main shaft.
The lubricating oil pump of the internal combustion engine is positioned below the inner part of the machine case. The engine case is a lubricating oil tank. The lubricating oil cooling pipe is positioned outside the case and inside the fairing. An electrically or hydraulically driven oil pump is used.
When the aircraft flies at medium and low speed, the air cylinder exhausts gas at low temperature and low pressure (less than or equal to 600 ℃ and less than or equal to 0.2MPa) with high efficiency. During high-speed flight, in order to increase the exhaust spraying speed, high-temperature and high-pressure exhaust is adopted, but the exhaust temperature is not too high (less than or equal to 1300 ℃), so that the manufacturing cost is not increased, and the thermal efficiency is reduced.
The air injection device comprises a conical internal combustion engine exhaust spray pipe 24, an internal combustion engine exhaust spray nozzle 28 is connected to the rear part of the internal combustion engine exhaust spray pipe 24, and an internal combustion engine cooling air duct 27 is arranged outside the internal combustion engine exhaust spray pipe 24.
The high-temperature and high-pressure gas generated by the internal combustion engine group is sprayed out through the internal combustion engine exhaust nozzle 24, so that the thrust is generated.
As shown in figure 1, in the structure of the supersonic aircraft engine, a ramjet combustion chamber 31 is arranged outside a cooling air duct 27 of an internal combustion engine, a ramjet fuel spray nozzle 34 and a ramjet spark plug 32 are arranged in the ramjet combustion chamber 31, a ramjet combustion expansion nozzle air inlet annular duct 37 is arranged at the front end in the ramjet combustion chamber 31, a nozzle is arranged at the rear end, a ramjet combustion expansion nozzle duct inlet guide vane 25 is arranged in the ramjet combustion expansion nozzle air inlet annular duct 37, and a ramjet combustion chamber outlet guide vane 26 is arranged in the nozzle.
As shown in fig. 2, in another structure of the supersonic aircraft engine, a ramjet combustion chamber 31 is disposed outside the aircraft body, a ramjet fuel injector 34 and a ramjet spark plug 32 are disposed in the ramjet combustion chamber 31, a ramjet combustion chamber inlet annular duct 37 is disposed at the front end of the ramjet combustion chamber 31, a nozzle is disposed at the rear end of the ramjet combustion chamber inlet annular duct, a ramjet combustion chamber inlet guide vane 25 is disposed in the ramjet combustion chamber inlet annular duct 37, and a ramjet combustion chamber outlet guide vane 26 is disposed in the nozzle.
A compression combustion expansion nozzle centrifugal compressor impeller 61 is also arranged on the internal combustion engine main shaft 48, and the compression combustion expansion nozzle centrifugal compressor impeller 61 is positioned at the front end of the stamping combustion expansion nozzle combustion chamber 31. At high speed of flight, sufficient air can be provided to the ram combustion expansion nozzle combustor 31 to promote combustion.
The ramjet combustion expansion spray pipe is positioned at the tail part of an engine, is arranged outside a cooling air duct of an internal combustion engine, and consists of an air inlet annular duct, a combustion chamber, a flame stabilizer, an oil nozzle, an oil delivery pump, a high-pressure oil pump, an oil pipe, a high-pressure generator, a spark plug, a cable, an electronic electric controller, a spray pipe and the like. The structure is similar to that of a common ramjet. At high speed flight, the main thrust is provided.
The inlet of the duct is provided with an inlet flow deflector, so that the airflow rotates in the combustion chamber to enlarge the combustion path and fully combust. An outlet flow deflector is arranged at the outlet of the combustion chamber (the temperature is less than or equal to 850 ℃) to ensure that the airflow is sprayed out along the direction parallel to the axis. If the structure with adjustable nozzle sectional area is adopted, the high efficiency under variable working conditions is more facilitated, and the air flow injection direction can be changed.
The fuel injector is located in front of the flame holder, near the inlet guide vane, so that the fuel is sufficiently mixed with the air. The spark plug is positioned below the flame stabilizer, which is beneficial to successful ignition.
The temperature of the combustion chamber is not too high (the thermal efficiency is over 90 percent when the temperature is less than or equal to 1500 ℃ and 1300 ℃) so as to avoid increasing the temperature of the nozzle and reducing the efficiency. The inside and the outside of the annular combustion chamber are cooled, and special high-temperature alloy is not needed. The inner wall of the combustion chamber and the flame stabilizer can also be made of ceramic materials (the temperature resistance is more than or equal to 2000 ℃). The spray pipe can adopt a supersonic speed Laval-tile spray pipe, the temperature of the spray opening is reduced (less than or equal to 300 ℃), and the thermal efficiency is increased. When the aircraft flies at a medium-low speed, the stamping combustion spray pipe can spray little or no oil, so that the fuel efficiency of the whole engine is improved.
The compression combustion expansion spray pipe consists of a centrifugal compressor, a combustion chamber, a flame stabilizer, an oil nozzle, an oil delivery pump, a high-pressure oil pump, an oil pipe, a high-pressure generator, a spark plug, a cable, an electronic electric controller, a spray pipe and the like. When a high-speed internal combustion engine is adopted, the compressor and the internal combustion engine share the same main shaft. Except for the addition of a compressor, the structure of the other parts is similar to that of a stamping combustion expansion nozzle. The aircraft engine is particularly suitable for an aircraft engine with the height of 10000 meters and the speed of 1-2 times of sound and an aircraft engine with the height of more than 30000 meters and the speed of 2-4 times of sound. The biggest characteristic is that the thrust-weight ratio is large and can exceed 25 at high speed. And when the aircraft flies at a low speed, the thrust is small. When the aircraft flies at a height of less than 10000 meters at an ultrahigh speed, the total efficiency is inferior to that of a stamping combustion expansion nozzle. The total efficiency is not as good as the fan blade set when flying subsonic.
As shown in fig. 1, a fan is further disposed at the front end of the body, the fan includes a fan blade set duct housing 4 and a fan blade set shaft 2, a shaft core fairing 1 is disposed at the outer end of the fan blade set shaft 2, a fan blade set 1 stage movable blade 3, a fan blade set 1 stage stationary blade 5, a fan blade set 2 stage movable blade 6 and a fan blade set 2 stage stationary blade 8 are sequentially disposed on the fan blade set shaft 2 from outside to inside; the innermost end of the fan blade group shaft 2 is connected with a main shaft 48 of the internal combustion engine;
the fan blade group 1 stage stationary blade 5, the fan blade group 2 stage stationary blade 8 and the fan blade group shaft 2 are connected through a fan blade group bearing 7, and the outer ends of the fan blade group 1 stage stationary blade 5 and the fan blade group 2 stage stationary blade 8 are connected with the fan blade group duct shell 4;
the fan blade group duct shell 4 is provided with a fan blade group lubricating oil tank 10, a fan blade group lubricating oil pump 12 and a fan blade group lubricating oil cooling pipe 9, wherein the fan blade group lubricating oil pump 12 pumps out lubricating oil in the fan blade group lubricating oil tank 10 and injects the lubricating oil into the fan blade group bearing 7 through the fan blade group lubricating oil cooling pipe 9.
In a word, the fan blade group comprises a 2-stage movable blade, a 2-stage stationary blade, a fan blade shaft, a fan blade bearing, a duct shell, a lubricating and cooling system and the like. The fan blade shaft can be coaxial with the main shaft or coaxial with the centrifugal compressor, and can also be connected with other shafts through the speed increasing box independently. During medium and low speed (subsonic) flight, the fan blades generate main thrust. The structure principle is the same as that of a common turbofan aircraft engine. The lubricating oil pump and the lubricating oil tank are positioned inside the lower portion of the ducted shell. The lubricating oil cooling pipe is located inside the bypass shell. An electrically or hydraulically driven oil pump is used.
Claims (9)
1. A supersonic speed internal combustion aeroengine which is characterized in that: the structure comprises a machine body, wherein a centrifugal compressor, an internal combustion engine unit and an air injection device are arranged in the machine body, the centrifugal compressor is positioned at the front part of the machine body, the internal combustion engine unit is positioned at the middle part of the machine body, the air injection device is positioned at the rear part of the machine body, the internal combustion engine unit comprises an internal combustion engine case (55), an internal combustion engine cylinder (19), an internal combustion engine piston (20), an internal combustion engine main shaft bearing (41), an internal combustion engine connecting rod (42), an internal combustion engine crankshaft (43) and an internal combustion engine main shaft bevel gear (44) are arranged in the internal combustion engine case (55), one end of the internal combustion engine main shaft (48) and one end of the internal combustion engine connecting rod (42) are connected with the internal combustion engine piston (20), the other end of the internal combustion engine crankshaft (43) is connected with the internal combustion engine crankshaft (43), conical teeth are arranged at the outer end of the internal combustion engine crankshaft (43), the internal combustion engine main shaft (48) is provided with the internal combustion engine main shaft bevel gear (44), the conical teeth are meshed with the internal combustion engine main shaft bevel gear (44), and an internal combustion engine oil nozzle (57) is arranged in the internal combustion engine cylinder (19), The centrifugal compressor comprises an internal combustion engine high-pressure oil pipe (58), an internal combustion engine spark plug (59) and an internal combustion engine air inlet pipe (56), wherein an internal combustion engine exhaust valve (22) and an internal combustion engine intake valve (23) are arranged at the bottom of an internal combustion engine cylinder (19), the internal combustion engine exhaust valve (22) is connected with an internal combustion engine exhaust valve oil cooling electromagnetic actuator (35), the internal combustion engine intake valve (23) is connected with an internal combustion engine intake valve oil cooling electromagnetic actuator (36), the internal combustion engine intake valve (23) is connected with the internal combustion engine air inlet pipe (56), the internal combustion engine air inlet pipe (56) is arranged on the outer side of a machine body, one end of the internal combustion engine air inlet pipe (56) is communicated with the internal combustion engine intake valve (23), and the other end of the internal combustion engine air inlet pipe (56) is communicated with a centrifugal compressor set volute (15).
2. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: the centrifugal compressor comprises a centrifugal compressor set volute (15), a centrifugal compressor set impeller (13) and a speed increasing box (14), wherein the middle of the centrifugal compressor set volute (15) is provided with an internal combustion engine main shaft (48), the internal combustion engine main shaft (48) is provided with the centrifugal compressor set impeller (13), the speed increasing box (14) is arranged between the centrifugal compressor set impeller (13) and the centrifugal compressor set volute (15), the outer end of the centrifugal compressor set impeller (13) is provided with a centrifugal compressor impeller cover (51), and the front part of a machine body is connected with a front fairing (53) of the centrifugal compressor set.
3. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: the air injection device comprises a conical internal combustion engine exhaust spray pipe (24), the rear part of the internal combustion engine exhaust spray pipe (24) is connected with an internal combustion engine exhaust nozzle (28), and an internal combustion engine cooling air duct (27) is arranged outside the internal combustion engine exhaust spray pipe (24).
4. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: still include punching press combustion expansion spray pipe system, internal-combustion engine cooling air duct (27) outside is equipped with punching press combustion expansion spray pipe system, punching press combustion expansion spray pipe system includes punching press combustion expansion spray pipe combustion chamber (31), be equipped with punching press combustion expansion spray pipe fuel sprayer (34) and punching press combustion expansion spray pipe spark plug (32) in punching press combustion expansion spray pipe combustion chamber (31), front end is equipped with punching press combustion expansion spray pipe annular duct (37) that admits air in punching press combustion expansion spray pipe combustion chamber (31), the rear end is equipped with the spout, be equipped with punching press combustion expansion spray pipe duct entry water conservancy diversion piece (25) in punching press combustion expansion spray pipe annular duct (37) that admits air, be equipped with punching press combustion chamber export water conservancy diversion piece (26) in the spout.
5. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: be equipped with punching press combustion expansion spray tube system in the outside of fuselage, punching press combustion expansion spray tube system includes punching press combustion expansion spray tube combustion chamber (31), be equipped with punching press combustion expansion spray tube fuel sprayer (34) and punching press combustion expansion spray tube spark plug (32) in punching press combustion expansion spray tube combustion chamber (31), the front end is equipped with punching press combustion expansion spray tube annular duct (37) that admits air in punching press combustion expansion spray tube combustion chamber (31), the rear end is equipped with the spout, punching press combustion expansion spray tube annular duct (37) that admits air is equipped with punching press combustion expansion spray tube duct entry water conservancy diversion piece (25) in, be equipped with punching press combustion chamber export water conservancy diversion piece (26) in the spout.
6. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: and a compression combustion expansion nozzle centrifugal compressor impeller (61) is also arranged on the internal combustion engine main shaft (48), and the compression combustion expansion nozzle centrifugal compressor impeller (61) is positioned at the front end of the stamping combustion expansion nozzle combustion chamber (31).
7. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: the front end of the machine body is also provided with a fan, the fan comprises a fan blade group duct shell (4) and a fan blade group shaft (2), the outer end of the fan blade group shaft (2) is provided with a shaft core fairing (1), the fan blade group shaft (2) is sequentially provided with a fan blade group 1 stage movable blade (3), a fan blade group 1 stage stationary blade (5), a fan blade group 2 stage movable blade (6) and a fan blade group 2 stage stationary blade (8) from outside to inside; the innermost end of the fan blade group shaft (2) is connected with a main shaft (48) of the internal combustion engine; the fan blade set 1-stage static blade (5), the fan blade set 2-stage static blade (8) and the fan blade set shaft (2) are connected through a fan blade set bearing (7), and the outer ends of the fan blade set 1-stage static blade (5) and the fan blade set 2-stage static blade (8) are connected with the fan blade set duct shell (4).
8. A supersonic internal combustion aeroengine according to claim 7, wherein: the fan blade group duct shell (4) is provided with a fan blade group lubricating oil tank (10), a fan blade group lubricating oil pump (12) and a fan blade group lubricating oil cooling pipe (9), the fan blade group lubricating oil pump (12) pumps out lubricating oil in the fan blade group lubricating oil tank (10) and injects the lubricating oil into the fan blade group bearing (7) through the fan blade group lubricating oil cooling pipe (9).
9. A supersonic internal combustion aircraft engine as claimed in claim 1, wherein: an internal combustion engine cooling air inlet (16) and an internal combustion engine lubricating oil cooling pipe (18) are arranged on the outer side of the machine body, an internal combustion engine lubricating oil pump (17) is arranged in the internal combustion engine cooling air inlet (16), the internal combustion engine lubricating oil pump (17) is connected with the internal combustion engine lubricating oil cooling pipe (18), and a starting motor (39) and a generator (40) are arranged at the innermost end of an internal combustion engine main shaft (48).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710849783.4A CN108167089B (en) | 2017-09-08 | 2017-09-08 | Supersonic internal combustion aircraft engine |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710849783.4A CN108167089B (en) | 2017-09-08 | 2017-09-08 | Supersonic internal combustion aircraft engine |
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| CN108167089B true CN108167089B (en) | 2021-07-20 |
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| CN2446286Y (en) * | 2000-08-18 | 2001-09-05 | 李新 | Rotary-cylinder engine |
| CN101649781A (en) * | 2008-08-11 | 2010-02-17 | 刘佳骏 | Jet engine |
| CN104145104B (en) * | 2011-10-12 | 2018-02-23 | 工程推进***有限公司 | Aero diesel engines |
| CN103291496A (en) * | 2012-02-27 | 2013-09-11 | 魏九洲 | Cock engine |
| CN104775895A (en) * | 2015-03-09 | 2015-07-15 | 北京动力机械研究所 | Aviation turbocharged internal combustion engine |
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Effective date of registration: 20210819 Address after: 035400 Industrial Zone, Qiucun village, Jizhuang Township, Dingxiang County, Xinzhou City, Shanxi Province Patentee after: XINZHOU LIBO EQUIPMENT MANUFACTURING Co.,Ltd. Address before: 035400 Qiucun Industrial Park, Dingxiang County, Xinzhou City, Shanxi Province Patentee before: Zou Guoquan Patentee before: Zhang Yingchen |
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