CN108119258B - Aeroengine combining centrifugal compressor, piston compressor, internal combustion engine and spray pipe - Google Patents
Aeroengine combining centrifugal compressor, piston compressor, internal combustion engine and spray pipe Download PDFInfo
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- CN108119258B CN108119258B CN201710945520.3A CN201710945520A CN108119258B CN 108119258 B CN108119258 B CN 108119258B CN 201710945520 A CN201710945520 A CN 201710945520A CN 108119258 B CN108119258 B CN 108119258B
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- internal combustion
- combustion engine
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- piston compressor
- centrifugal compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K5/00—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan
- F02K5/02—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan the engine being of the reciprocating-piston type
- F02K5/023—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan the engine being of the reciprocating-piston type the compressor being of the reciprocating-piston type
Abstract
The invention relates to an engine, in particular to an aircraft engine combining a centrifugal compressor, a piston compressor, an internal combustion engine and a spray pipe. The internal combustion engine, the piston compressor unit, the speed increasing box, the exhaust nozzle of the internal combustion engine unit and the centrifugal compressor unit are arranged in the rear fairing, and the front fairing is internally provided with a burner and the tail part of the front fairing is provided with a gas nozzle. The application of the technology can greatly reduce the cost of the aeroengine, and the operation and maintenance cost. The total efficiency of the subsonic aircraft engine applying the technology can reach 75 percent, which is far more than the most advanced 35 percent; the cost of construction and operation and maintenance is as low as 30 percent. The thrust-weight ratio of the engine is larger than that of the prior turbofan aircraft engine, and the outer diameter and the length are small.
Description
Technical Field
The invention relates to an engine, in particular to an aircraft engine combining a centrifugal compressor, a piston compressor, an internal combustion engine and a spray pipe.
Background
An aircraft engine is a highly complex and precise thermal machine that provides the power required for flight of an aircraft. The heart of the airplane is known as 'industrial flower', which directly affects the performance, reliability and economy of the airplane and is an important embodiment of national science and technology, industry and national defense strength. At present, the existing mainstream aircraft engines are provided with fan blades and turbines. Taking a turbofan engine as an example, the turbofan engine is simply provided with 2 concentric circular ducts which are composed of 5 parts such as a fan, a gas compressor, a combustion chamber, a turbine, a spray pipe and the like. Air flows in from an air inlet of the turbofan engine, is compressed by the air compressor and then is mixed and combusted with kerosene in the combustion chamber, and high-temperature and high-pressure gas is expanded by the turbine and the spray pipe and finally is sprayed out from the tail nozzle at a high speed. Part of the thrust of the turbofan engine comes from the reaction force generated by ejecting fuel gas; the other part is a reaction force of a fan driven by a turbine, wherein the fan drives air to rotate and eject through an outer duct of the engine. The fan blades and the turbine have extremely high requirements on material technology, and the manufacturing cost of the aircraft engine is high due to the two points. The temperature resistance of the turbine is limited, so that the efficiency of the aircraft engine cannot be further improved.
Disclosure of Invention
The invention provides an aircraft engine combining a centrifugal compressor, a piston compressor, an internal combustion engine and a spray pipe, aiming at improving the efficiency of the aircraft engine and reducing the manufacturing cost.
The technical scheme of the invention is that the aeroengine combining the centrifugal compressor, the piston compressor, the internal combustion engine and the spray pipe comprises a front fairing and a rear fairing which are connected together, wherein the internal combustion engine, the piston compressor unit, the speed increasing box, the internal combustion engine unit exhaust spray pipe and the centrifugal compressor unit are arranged in the rear fairing, a burner is arranged in the front fairing, and a gas spray pipe is arranged at the tail part of the front fairing.
The centrifugal compressor unit comprises a centrifugal compressor unit main shaft, a centrifugal compressor unit 1-stage impeller and a centrifugal compressor unit 2-stage impeller are mounted on the centrifugal compressor unit main shaft, the centrifugal compressor unit 1-stage impeller is located in a front fairing, the centrifugal compressor unit 2-stage impeller is located in a rear fairing, a centrifugal compressor unit reflux device is arranged at the front end of the centrifugal compressor unit 2-stage impeller, and a centrifugal compressor volute is arranged at the rear part of the centrifugal compressor unit 2-stage impeller.
The internal combustion engine and piston compressor set comprises an internal combustion engine set and a piston compressor, wherein the internal combustion engine set is connected with an internal combustion engine set main shaft and the piston compressor through a bevel gear set, the internal combustion engine set main shaft is connected with a centrifugal compressor set main shaft, a volute of the centrifugal compressor is communicated with an air inlet of the piston compressor, an air outlet of the piston compressor is connected with an air inlet of the internal combustion engine set, and an air outlet of the internal combustion engine set is connected with an exhaust nozzle.
The front fairing is provided with a vertical thrust gas spray pipe, the vertical thrust gas spray pipe controls the gas flow through a vertical thrust spray pipe air door, a horizontal thrust gas spray pipe air door is arranged in the gas spray pipe, and the tail part of the exhaust spray pipe of the internal combustion engine set is connected with a tail part adjustable rotary spray pipe.
The innovation point and the economic benefit of the invention are as follows:
limited by high-temperature alloy materials, the combustion temperature of the existing mainstream aero-engine is difficult to exceed 1800 ℃. The combustion temperature of the internal combustion engine can easily exceed 2500 ℃, and the fuel efficiency is high. The cylinder and the spray pipe can be effectively cooled, the temperature of the cylinder and the spray pipe is not high (can be less than or equal to 600 ℃), and special high-temperature alloy materials are not needed. The application of the technology can greatly reduce the cost of the aeroengine, and the operation and maintenance cost.
The total efficiency of the subsonic aircraft engine applying the technology can reach 75 percent, which is far more than the most advanced 35 percent; the cost of construction and operation and maintenance is as low as 30 percent. The thrust-weight ratio of the engine is larger than that of the prior turbofan aircraft engine, and the outer diameter and the length are small.
Drawings
FIG. 1 is a general construction schematic of the present invention;
FIG. 2 is a schematic view of another configuration of the present invention;
FIG. 3 is a schematic illustration of the level flight configuration of FIG. 2;
FIG. 4 is a schematic diagram of the present invention and an air flow direction diagram (the arrows in the figure are air flow directions);
in the figure: the engine comprises a front fairing 1, a centrifugal compressor unit 1-stage impeller 2, a burner 3, a centrifugal compressor unit main shaft 4, a centrifugal compressor unit reflux device 5, a gas spray pipe 6, a centrifugal compressor unit 2-stage impeller 7, a speed increasing box 8, a centrifugal compressor volute 9, an internal combustion engine unit main shaft 10, an internal combustion engine and piston compressor unit 11, a rear fairing 12, an internal combustion engine unit exhaust spray pipe 13, an internal combustion engine unit cooling air inlet 14, a horizontal thrust gas spray pipe air door 15, an internal combustion engine unit 16, a piston compressor 17, a vertical thrust spray pipe air door 18, a vertical thrust gas spray pipe 19 and an adjustable rotary spray pipe 20 at the tail.
Detailed Description
As shown in figures 1 and 4, the aeroengine combining the centrifugal compressor, the piston compressor, the internal combustion engine and the jet pipe comprises a front fairing 1 and a rear fairing 12 which are connected together, an internal combustion engine and piston compressor unit 11, a speed increasing box 8, an internal combustion engine unit exhaust jet pipe 13 and a centrifugal compressor unit are arranged in the rear fairing 12, a burner 3 is arranged in the front fairing 1, and a gas jet pipe 6 is arranged at the tail part of the front fairing 1.
The centrifugal compressor unit comprises a centrifugal compressor unit main shaft 4, a centrifugal compressor unit 1-stage impeller 2 and a centrifugal compressor unit 2-stage impeller 7 are mounted on the centrifugal compressor unit 4 main shaft, the centrifugal compressor unit 1-stage impeller 2 is located in a front fairing 1, the centrifugal compressor unit 2-stage impeller 7 is located in a rear fairing 12, a centrifugal compressor unit reflux device 5 is arranged at the front end of the centrifugal compressor unit 2-stage impeller 7, and a centrifugal compressor volute 9 is arranged at the rear end of the centrifugal compressor unit 2-stage impeller 7.
As shown in fig. 4, the internal combustion engine and piston compressor set 11 includes an internal combustion engine set 16 and a piston compressor 17, the internal combustion engine set 16 is connected with an internal combustion engine set spindle 10 and the piston compressor 17 through a bevel gear set, the internal combustion engine set spindle 10 is connected with a centrifugal compressor set spindle 4, a volute 9 of the centrifugal compressor is communicated with an air inlet of the piston compressor 17, an air outlet of the piston compressor 17 is connected with an air inlet of the internal combustion engine set 16, and an air outlet of the internal combustion engine set 16 is connected with an exhaust nozzle 13 of the internal.
An engine unit cooling intake port 14 is provided in the rear cowl 12 at a position of the engine and the piston compressor unit 11, and the engine unit 16 is cooled by cold air in high-speed flight. The cooling gas is exhausted aft through the aft cowl 12.
The configuration is a general aviation engine (subsonic speed) with medium and low power, the internal combustion engine set 16 is an internal combustion engine set with 3 cylinders, and the piston compressor 17 is a piston compressor with 1 cylinder. A medium-low speed internal combustion engine (the rotating speed is 4000-8000 rpm) is adopted. The arrows in the figure are the air flow directions.
As illustrated in fig. 2, the front fairing 1 is provided with a vertical thrust gas lance 19, the vertical thrust gas lance 19 controlling the gas flow through a vertical thrust gas lance damper 18, and a horizontal thrust gas lance damper 15 within the gas lance 6, and a tail variable swivel lance 20 connected to the tail of the internal combustion engine block exhaust lance 13.
The engine is suitable for a vertical take-off and landing aircraft engine (subsonic speed) in a take-off and landing or hovering state, the internal combustion engine set 16 is an internal combustion engine set with 3 cylinders, and the piston compressor 17 is a piston compressor with 1 cylinder. A medium-low speed internal combustion engine (the rotating speed is 4000-8000 rpm) is adopted. The arrows in the figure are the air flow directions.
As shown in fig. 3, it is a vertical take-off and landing aircraft engine (subsonic speed) level flight state diagram. In the plane flight state, the tail adjustable rotary nozzle 20 is adjusted to be in the horizontal state, and meanwhile, the vertical thrust nozzle air door 18 is closed, so that the vertical thrust gas nozzle 19 stops working.
The arrows in the figure are the air flow directions.
The centrifugal compressor unit consists of a multistage impeller. In order to reduce weight, the number of stages is reduced as much as possible. Generally 2 to 5 stages. And (3) leading out a strand of air from the middle part of the centrifugal compressor unit (before the last 1-2 stages of impellers) to a gas jet pipe (the pressure is 0.12-0.8 MPa, and the flow accounts for 70-90% of the total flow). The residual air enters the internal combustion engine set through all centrifugal compressor set impellers (the pressure is 0.3-2.8 MPa) and a piston compressor (the high power can be cancelled).
The piston compressor is used for a low-power engine and is arranged in parallel with an internal combustion engine. For example, the following can be adopted: one piston compressor cylinder is juxtaposed with three internal combustion engine cylinders.
The gas jet pipe for generating vertical thrust is positioned behind the 1-2 stages of centrifugal compressors (only 2 stages of compression, and after 1 stage), and the nozzle faces downwards. The air door is arranged on the spray pipe, and the air quantity can be switched on and off and adjusted for vertical take-off and landing or hovering. When flying horizontally, the nozzle is closed.
The gas jet pipe for generating the horizontal thrust is positioned behind the 1-2 stages of centrifugal compressors (only 2 stages of compression are realized, and after 1 stage), and the annular nozzle faces backwards. The air door is arranged on the spray pipe, and the air quantity can be switched and adjusted. The nozzle is located outermost of the engine. When the vertical lifting is carried out, the spray pipe is closed. Because the air inlet is shared with the vertical thrust jet pipe, the gas can be heated by the burner.
The speed increasing box is positioned between the centrifugal compressor and the internal combustion engine and is used for coordinating the rotating speed between the centrifugal compressor and the internal combustion engine. Such as an engine using a high speed internal combustion engine (12000 rpm or more), the device can be eliminated.
The internal combustion engine group is composed of a plurality of cylinders. 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 flight resistance) as much as possible, the engine can be arranged in two sections when the number of the cylinders exceeds 4. 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.
Operating principle of internal combustion engine: the piston descends: air intake (5-30% of stroke), oil injection, ignition and combustion, and expansion work; the piston moves upwards: and exhausting to complete one cycle.
The electric control valve is cooled by oil (air cooling can also be adopted).
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.
For an engine without a piston compressor, the front end of an air inlet pipe of an internal combustion engine 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 of the internal combustion engine is connected with an air inlet valve of the internal combustion engine, and a double-layer heat preservation pipe is adopted.
The engine is provided with a piston compressor, the front end of an air inlet pipe of the piston compressor is connected with a volute of a centrifugal compressor positioned at the front part of the engine, and the rear end of the air inlet pipe of the piston compressor is connected with an air inlet valve of the piston compressor. The air inlet pipe of the internal combustion engine is connected with the exhaust pipe of the piston compressor.
For an engine capable of vertically taking off and landing, an exhaust pipe of the internal combustion engine is connected with a tail jet pipe capable of rotating.
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 design does not need a starting motor, and when the internal combustion engine is started, compressed air in an externally-arranged air storage tank directly enters the internal combustion engine to be injected, ignited and started.
Claims (5)
1. An aeroengine of centrifugation, piston compressor, internal-combustion engine and spray tube combination which characterized in that: comprises a front fairing (1) and a rear fairing (12) which are connected together, an internal combustion engine and piston compressor unit (11), a speed increasing box (8), an internal combustion engine unit exhaust nozzle (13) and a centrifugal compressor unit are arranged in the rear fairing (12), a burner (3) is arranged in the front fairing (1), a gas nozzle (6) is arranged at the tail part of the front fairing (1),
the centrifugal compressor unit comprises a centrifugal compressor unit main shaft (4), and a centrifugal compressor unit 1-stage impeller (2) and a centrifugal compressor unit 2-stage impeller (7) are mounted on the centrifugal compressor unit main shaft (4); the centrifugal compressor set comprises a centrifugal compressor set, a centrifugal compressor set volute (9), a centrifugal compressor set.
2. A centrifugal, piston compressor, internal combustion engine and nozzle combination aircraft engine as defined in claim 1, wherein: the internal combustion engine and piston compressor unit (11) comprises an internal combustion engine unit (16) and a piston compressor (17), wherein the internal combustion engine unit (16) is connected with an internal combustion engine unit main shaft (10) and the piston compressor (17) through a bevel gear set, the internal combustion engine unit main shaft (10) is connected with a centrifugal compressor unit main shaft (4), a volute (9) of the centrifugal compressor is communicated with an air inlet of the piston compressor (17), an air outlet of the piston compressor (17) is connected with an air inlet of the internal combustion engine unit (16), and an air outlet of the internal combustion engine unit (16) is connected with an exhaust nozzle (13.
3. A centrifugal, piston compressor, internal combustion engine and nozzle combination aircraft engine as defined in claim 1, wherein:
the front fairing (1) is provided with a vertical thrust gas spray pipe (19), the vertical thrust gas spray pipe (19) controls the gas flow through a vertical thrust spray pipe air door (18), a horizontal thrust gas spray pipe air door (15) is arranged in the gas spray pipe (6), and the tail part of the exhaust spray pipe (13) of the internal combustion engine set is connected with a tail part adjustable rotary spray pipe (20).
4. A centrifugal, piston compressor, internal combustion engine and nozzle combination aircraft engine as defined in claim 1, wherein: an internal combustion engine unit cooling air inlet (14) is arranged on the rear fairing (12) at the position of the internal combustion engine and the piston compressor unit (11).
5. A centrifugal, piston compressor, internal combustion engine and nozzle combination aircraft engine as defined in claim 2, wherein: the internal combustion engine set (16) is an internal combustion engine set with 3 cylinders, and the piston compressor (17) is a piston compressor with 1 cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201710945520.3A CN108119258B (en) | 2017-10-12 | 2017-10-12 | Aeroengine combining centrifugal compressor, piston compressor, internal combustion engine and spray pipe |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710945520.3A CN108119258B (en) | 2017-10-12 | 2017-10-12 | Aeroengine combining centrifugal compressor, piston compressor, internal combustion engine and spray pipe |
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| CN108119258A CN108119258A (en) | 2018-06-05 |
| CN108119258B true CN108119258B (en) | 2020-06-23 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2019943A (en) * | 1978-04-29 | 1979-11-07 | Stidworthy F M | Gas turbine engine |
| CN1239534A (en) * | 1996-10-04 | 1999-12-22 | 耶夫盖尼·尼古拉耶维奇·扎哈洛夫 | Method for operation of supersonic jet-engine combined power unit |
| DE202009009764U1 (en) * | 2009-07-17 | 2009-10-29 | Ramadani, Samet | Jet engine for propulsion of a missile |
| CN102713190A (en) * | 2009-10-18 | 2012-10-03 | 伊斯拉埃尔·赫什伯格 | Use of hot gases and devices |
| CN103291496A (en) * | 2012-02-27 | 2013-09-11 | 魏九洲 | Cock engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100077725A1 (en) * | 2008-09-26 | 2010-04-01 | Xin Wang | Piston-jet engine |
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2017
- 2017-10-12 CN CN201710945520.3A patent/CN108119258B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2019943A (en) * | 1978-04-29 | 1979-11-07 | Stidworthy F M | Gas turbine engine |
| CN1239534A (en) * | 1996-10-04 | 1999-12-22 | 耶夫盖尼·尼古拉耶维奇·扎哈洛夫 | Method for operation of supersonic jet-engine combined power unit |
| DE202009009764U1 (en) * | 2009-07-17 | 2009-10-29 | Ramadani, Samet | Jet engine for propulsion of a missile |
| CN102713190A (en) * | 2009-10-18 | 2012-10-03 | 伊斯拉埃尔·赫什伯格 | Use of hot gases and devices |
| CN103291496A (en) * | 2012-02-27 | 2013-09-11 | 魏九洲 | Cock engine |
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| CN108119258A (en) | 2018-06-05 |
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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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Effective date of registration: 20220511 Address after: 035400 Industrial Zone, Qiucun village, Jizhuang Township, Dingxiang County, Xinzhou City, Shanxi Province Patentee after: SHANXI LIGUO MAGNETIC MATERIALS Co.,Ltd. Address before: 035400 Industrial Zone, Qiucun village, Jizhuang Township, Dingxiang County, Xinzhou City, Shanxi Province Patentee before: XINZHOU LIBO EQUIPMENT MANUFACTURING CO.,LTD. |
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