CN112483275B

CN112483275B - Propeller and aircraft

Info

Publication number: CN112483275B
Application number: CN202011225108.2A
Authority: CN
Inventors: 邓云娣
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-11-05
Filing date: 2020-11-05
Publication date: 2021-12-17
Anticipated expiration: 2040-11-05
Also published as: CN112483275A

Abstract

The invention discloses a propeller and an aircraft, wherein the propeller comprises a combustor and a combustion chamber; the gas inlet mechanism comprises a gas compressing assembly, and the gas compressing assembly comprises a gas compressing shell, a gas compressing gear and a gas compressing blade; the air compression shell is provided with an air inlet pipeline and an air compression gear cavity; the air compression gear is provided with an air compression hollow cavity; the gas discharge mechanism comprises a gas discharge assembly, and the gas discharge assembly comprises a gas discharge shell, a gas discharge gear and a gas discharge blade; the exhaust housing has an exhaust runner and an exhaust gear cavity; the exhaust gear is provided with an exhaust hollow cavity; the transmission mechanism comprises a transmission assembly, and the transmission assembly comprises an air inlet transmission gear, an air outlet transmission gear and a transmission connecting piece; the casing, the casing has the installation cavity, the combustor, gaseous admission mechanism, gaseous exhaust mechanism and drive mechanism install respectively in the casing the installation cavity. The structure is simple and compact, and the space is saved.

Description

Propeller and aircraft

Technical Field

The invention relates to the field of aircrafts, in particular to a propeller and an aircraft.

Background

Axial flow propellers have been developed over the last 80 years, including the forms of turbojet, turbofan (including small and high bypass ratios), turboprop, turbofan, turboshaft and gas turbine, but have not been freed from the traditional central shaft drive mode with the drive shaft in the middle and the blades arranged around. In the traditional layout mode, a plurality of devices are arranged in a narrow space of a central shaft, and due to the small space of the central shaft and poor heat dissipation energy, the working temperature of a combustion chamber and a turbine area is very high, so that great challenges are brought to the devices, particularly to a transmission shaft and a lubricating system. On the other hand, the central shaft occupies a larger projection area at the center of the windward side of the whole propeller, the combustion chambers are arranged around the central shaft to form an annular or toroidal combustion chamber, the number of the oil nozzles is large, and the oil nozzles or the annular tube and the central shaft form larger resistance to the whole airflow channel, so that the efficiency of the propeller is reduced. And, because of the limitation of overall arrangement for the structure is very complicated, and the structure weight of propeller is great, is unfavorable for pushing the increase of weight ratio.

In view of the foregoing, there is a need for improvements in propeller-driven aircraft.

Disclosure of Invention

In view of the above technical problems, an object of the present invention is to provide a propeller and an aircraft, where the propeller can utilize the power of the gas discharged from the combustion chamber to drive the compressor mechanism to work, and replace the conventional turbocharger, so that not only energy can be saved, but also the structure is simple and compact, the overall structural weight of the turbocharger is reduced, and the valuable space of the engine installation area is saved.

In order to achieve the above object, an object of the present invention is to provide a propeller including:

a burner having a combustion chamber;

the gas inlet mechanism comprises a gas compressing assembly, and the gas compressing assembly comprises a gas compressing shell, a gas compressing gear and a gas compressing blade; the air compression shell is provided with an air inlet pipeline and an air compression gear cavity; the air compressing gear is provided with an air compressing hollow cavity, the air compressing gear is rotatably arranged in the air compressing gear cavity, the air compressing hollow cavity corresponds to the air inlet flow passage, and at least one part of the air compressing gear extends to the outer side of the air compressing shell; the air compression blade is arranged on the inner wall of the air compression hollow cavity, and the air inlet flow passage is communicated with the combustion chamber;

the gas discharge mechanism comprises a gas discharge assembly, and the gas discharge assembly comprises a gas discharge shell, a gas discharge gear and a gas discharge blade; the exhaust housing has an exhaust runner and an exhaust gear cavity; the exhaust gear is provided with an exhaust hollow cavity, the exhaust gear is rotatably arranged in the exhaust gear cavity, the exhaust hollow cavity corresponds to the exhaust flow passage, and at least one part of the exhaust gear extends to the outer side of the exhaust shell; the exhaust blade is arranged on the inner wall of the exhaust hollow cavity, and the exhaust flow channel is communicated with the combustion chamber;

the transmission mechanism comprises a transmission assembly, the transmission assembly comprises an air inlet transmission gear, an air outlet transmission gear and a transmission connecting piece, one end of the transmission connecting piece is connected to the air inlet transmission gear, and the other end of the transmission connecting piece is connected to the air outlet transmission gear; the air inlet transmission gear is meshed with the air inlet gear, and the air outlet transmission gear is meshed with the air outlet gear; when the exhaust transmission gear rotates, the power of the exhaust transmission gear can be transmitted to the air inlet transmission gear through the transmission connecting piece so as to drive the air inlet transmission gear to rotate;

the casing, the casing has the installation cavity, the combustor, gaseous admission mechanism, gaseous exhaust mechanism and drive mechanism install respectively in the casing the installation cavity.

Preferably, the gas inlet mechanism comprises a first gas inlet unit comprising at least one said compressor assembly;

the gas discharge mechanism includes a first gas discharge unit including at least one of the gas discharge components;

the transmission mechanism comprises a first transmission unit, the first transmission unit comprises at least one transmission assembly, the number of the air inlet transmission gears of the transmission assembly of the first transmission unit corresponds to the number of the air compression gears of the first air inlet unit, and the air inlet transmission gears of the first transmission unit are respectively meshed with the air compression gears of the first air inlet unit; the exhaust transmission gear of the first transmission unit is meshed with the exhaust gear of the first exhaust unit.

Preferably, the gas inlet mechanism further comprises a second gas inlet unit comprising at least one said compressor assembly, and the compressor assembly of the second gas inlet unit is disposed in communication with the gas inlet flow passage of the compressor assembly of the first gas inlet unit;

the gas exhaust mechanism comprises a second exhaust unit, the second exhaust unit comprises at least one exhaust assembly, and the exhaust assembly of the second exhaust unit is communicated with an exhaust flow passage of the air compressing assembly of the first exhaust unit;

the transmission mechanism comprises a second transmission unit which comprises at least one transmission assembly; the exhaust transmission gear of the transmission assembly of the second transmission unit is meshed with the exhaust gear of the exhaust assembly of the second exhaust unit; the transmission assembly of the second transmission unit comprises at least one air inlet transmission gear, and the at least one air inlet transmission gear is meshed with the air compression gear of the second air inlet unit respectively.

Preferably, the gas inlet mechanism further comprises a third gas inlet unit, the third gas inlet unit comprises at least one said compressor assembly, and the compressor assembly of the third gas inlet unit and the gas inlet flow passage of the compressor assembly of the second gas inlet unit are arranged in communication with each other;

the gas discharge mechanism comprises a third gas discharge unit comprising at least one of the gas discharge assemblies; the exhaust assembly of the third exhaust unit and the exhaust runner of the exhaust assembly of the second exhaust unit are communicated with each other;

the transmission mechanism comprises a third transmission unit which comprises at least one transmission assembly; the exhaust transmission gear of the third transmission unit is meshed with the exhaust gear of the third exhaust unit; the third transmission unit comprises at least one air inlet transmission gear, and the at least one air inlet transmission gear is meshed with the air compression gear of the third air inlet unit respectively.

Preferably, the number of the air inlet transmission gears of the transmission assembly is multiple, the number of the air compressing gears of the air compressing assembly is also multiple, and the multiple air compressing gears are respectively meshed with the multiple air inlet transmission gears;

the exhaust transmission gear of the transmission assembly is multiple in number, the exhaust gear of the exhaust assembly is also multiple in number, and the exhaust gears are meshed with the exhaust transmission gears.

Preferably, the transmission assembly further comprises a planetary gear set, and a plurality of the air inlet transmission gears are connected through the planetary gear set.

Preferably, the propeller further comprises a drive assembly including a drive motor, an output shaft of the drive motor being connected to the planetary gear set.

Preferably, the gas discharge mechanism further includes a power output unit that includes at least one of the exhaust components, and the exhaust flow passage of the exhaust component of the power output unit communicates with the exhaust flow passage of the second exhaust unit; the power output unit further comprises a power output gear and a power output shaft, the power output gear is mounted on the power output shaft, the power output gear is meshed with the exhaust gear of the exhaust assembly of the power output unit, and the power output shaft extends to the outer side of the shell.

Preferably, the power output unit further comprises a planetary gear set, and a plurality of power output gears are connected through the planetary gear set.

Preferably, the gas inlet mechanism further comprises an outer passage located outside the burner, one end of the outer passage communicating with an intake flow passage of the gas inlet mechanism, and the other end communicating with the exhaust flow passage of the exhaust assembly of the power output unit.

Preferably, the gas inlet mechanism further comprises an outer passage located outside the burner and a second burner located at the tail nozzle of the gas discharge mechanism, the outer passage communicating the gas inlet flow channel of the gas inlet mechanism and the second burner; a portion of the gas discharged from the gas inlet means enters the combustion chamber of the burner and another portion enters the second burner through the outer passage.

Preferably, the gas inlet mechanism further comprises a valve assembly and a ram channel, one end of the ram channel is communicated with the inlet of the gas inlet channel of the second gas inlet unit, and the other end of the ram channel is communicated with the second combustor; the valve assembly comprises an inlet runner valve mounted at the inlet of the inlet runner of the second inlet unit, and an bypass valve mounted at the inlet of the ram channel, wherein the inlet runner valve is used for controlling the opening and closing of the inlet runner of the second inlet unit, and the ram channel valve is used for controlling the opening and closing of the inlet of the ram channel.

Preferably, the transmission connecting piece of the third transmission unit comprises a first transmission rod, a second transmission rod, a third transmission rod, a first universal joint and a second universal joint, the second transmission rod is positioned between the first transmission rod and the third transmission rod, the second transmission rod is obliquely arranged relative to the first transmission rod and the third transmission rod, the air inlet transmission gear of the third transmission unit is installed on the first transmission rod, and the air outlet transmission gear is installed on the third transmission rod; the first universal joint is located the first transfer line with the junction of second transfer line, the second universal joint is located the second transfer line with the junction of third transfer line, can drive when the third transfer line rotates first transfer line rotates.

Preferably, the propeller further comprises a transmission housing, the transmission housing has a transmission cavity, the first transmission unit, the second transmission unit and the third transmission unit are respectively mounted on the transmission housing, and the transmission housing separates the transmission mechanism from the burner, the gas discharge mechanism and the gas inlet mechanism.

Preferably, the propeller further comprises an outer duct surrounding the combustor and outside the transmission housing, wherein a part of the gas in the first gas inlet unit enters the gas inlet duct of the second gas inlet unit, and the other part of the gas enters the outer duct and is accelerated by the outer duct and then is ejected.

According to another aspect of the invention, the invention further provides an aircraft comprising

The propeller of any of the above;

the aircraft body, the aircraft body includes fuselage and wing, the propeller is installed in the fuselage of aircraft body.

Preferably, the aircraft further comprises at least one set of shaftless lift assemblies comprising a shaftless rotating member; the aircraft further comprises a transmission assembly; the propeller comprises an engine power shaft connected with the gas inlet mechanism; the transmission assembly is connected between the shaftless rotating part and the engine power shaft and is used for transmitting the power of the engine power shaft to the shaftless rotating part; wherein the jet nozzle of the propeller is a vector jet nozzle.

Preferably, the shaftless lift assembly further comprises a fifth planetary gear set; the shaftless lift assembly further comprises a motor; the fifth planetary gear set is connected with the shaftless rotating part, the motor and the transmission assembly, and the power of the motor and the power shaft of the engine can be transmitted to the shaftless rotating part through the fifth planetary gear set.

The propeller and the aircraft provided by the invention have at least one of the following beneficial effects:

1. according to the propeller and the aircraft provided by the invention, the propeller utilizes shaftless blades to replace traditional shaft blades, the transmission system is transferred to the outside of the airflow channel from the axis, a more flexible transmission mode can be adopted without being limited by the restriction of narrow space in the airflow channel, and meanwhile, as extremely high temperature areas such as a combustion chamber, a turbine area and the like are separated, the arrangement difficulty of a cooling system of the transmission system is reduced, and the working environment is greatly improved; in addition, the transmission system arranged outside the airflow channel can more easily lead the power out of the engine for other external systems to utilize.

2. According to the propeller and the aircraft provided by the invention, the propeller utilizes the shaftless blades which are arranged on the inner cavity wall of the gear, and when the engine rotates at a high speed, the blade root is pressed by a huge centrifugal force generated on the blades instead of the traditional blade root being pulled, so that the problem that the blade root is easy to generate tensile fatigue cracks is avoided, and the blade root connection difficulty is greatly reduced.

3. According to the propeller and the aircraft provided by the invention, the propeller utilizes the planetary gear assembly to enable the multiple groups of shaftless blades at the same transmission shaft to generate different rotating speeds, so that the rotating speeds of all stages of the gas compressor are more reasonably distributed, the gas compression efficiency is improved, and the phenomenon of engine surge is avoided.

4. According to the propeller and the aircraft provided by the invention, the propeller adopts a double-combustion-chamber structure, so that the power output coverage range of the engine is larger, the aircraft provided with the propeller has the capability of different flight cruising speeds such as subsonic speed, supersonic speed and even hypersonic speed, and the combustion chambers with corresponding quantity are opened according to the use requirements of different flight cruising speeds, so that the combustion efficiency is improved, the fuel consumption is saved, and the maneuverability and the voyage of the aircraft are improved.

5. According to the propeller and the aircraft provided by the invention, the propeller adopts the stamping channel to realize free switching between turbocharging and stamping supercharging, so that the aircraft has the capability of hypersonic cruise flight without a rocket engine.

6. According to the propeller and the aircraft provided by the invention, the aircraft adopts the vector tail nozzle and the shaftless lift assembly is arranged on the wing, so that the aircraft has the capability of vertical take-off and landing and high-speed cruising flight, meanwhile, the planetary gear assembly and the driving motor are additionally arranged at the shaftless lift assembly, the power output of the shaftless lift assembly is finely adjusted, and the stability of the flying take-off and landing process is improved.

Drawings

The above features, technical features, advantages and modes of realisation of the present invention will be further described in the following detailed description of preferred embodiments thereof, which is to be read in connection with the accompanying drawings.

Fig. 1 is a side sectional structural schematic view of a propeller of a first preferred embodiment of the present invention;

fig. 2 is a schematic view of an air intake side structure of the propeller of the above preferred embodiment of the present invention;

fig. 3A is a schematic sectional view of the gas inlet mechanism of the propeller of the above preferred embodiment of the present invention;

FIG. 3B is a schematic cross-sectional view D-D of the propeller of the above preferred embodiment of the present invention;

fig. 4 is a schematic structural view of a variant embodiment of the impeller of the above preferred embodiment of the present invention;

FIG. 5 is a side cross-sectional structural schematic view of a propeller of a second preferred embodiment of the present invention;

FIG. 6A is a side cross-sectional structural schematic view of a propeller of a third preferred embodiment of the present invention;

fig. 6B is a schematic view of an air intake side structure of the propeller of the above third preferred embodiment of the present invention;

FIG. 7A is a side cross-sectional structural schematic view of a propeller according to a fourth preferred embodiment of the present invention;

fig. 7B is a schematic view of an air intake side structure of the additional propeller according to the fourth preferred embodiment of the present invention;

FIG. 8A is a side cross-sectional structural schematic view of a propeller according to a fifth preferred embodiment of the present invention;

fig. 8B is a schematic view of an air intake side structure of the propeller of the above-described fifth preferred embodiment of the present invention;

fig. 9 is a side sectional structural view of a propeller of a sixth preferred embodiment of the present invention;

fig. 10 is a schematic view of an exhaust side structure of the propeller of the above preferred embodiment of the present invention;

FIG. 11 is a schematic top view of the aircraft of the preferred embodiment of the present invention;

FIG. 12 is a schematic side view of the aircraft of the preferred embodiment of the invention;

figure 13 is a schematic overhead structural view of a first variant embodiment of the aircraft of the preferred embodiment of the invention;

fig. 14 is a side structural view of the first variant embodiment of the aircraft according to the preferred embodiment of the invention.

The reference numbers illustrate:

100 propeller, 1 burner, 10 combustion chamber, 11 second burner, 12 outer channel, 110 second combustion chamber; 111 second external channel, 2 gas inlet mechanism, 21 compressing assembly, 23 valve assembly, 24 punching channel, 211 compressing shell, 212 compressing gear, 213 compressing blade, 214 bearing, 215 front stator blade, 216 rear stator blade, 217 blade connecting piece, 221 first air inlet unit, 222 second air inlet unit, 223 third air inlet unit, 231 air inlet channel valve, 232 punching channel valve, 2110 air inlet channel, 2111 compressing gear cavity, 2112 rotating bulge, 2120 compressing hollow cavity and 2121 rotating groove; 3 gas exhaust mechanism, 31 exhaust assembly, 311 exhaust shell, 312 exhaust gear, 313 exhaust blade, 321 first exhaust unit, 322 second exhaust unit, 323 third exhaust unit, 324 power output unit, 3110 exhaust runner, 3241 power output shaft, 3242 power output gear; 4 transmission mechanisms, 41 transmission components, 411 air inlet transmission gear, 412 air outlet transmission gear, 413 transmission connecting pieces, 43 planetary gear sets, 431 sun gear, 432 planetary gear, 433 planetary carrier, 434 ring gear, 421 first transmission unit, 422 second transmission unit, 423 third transmission unit, 4231 first transmission rod, 4232 second transmission rod, 4233 third transmission rod, 4234 first universal joint and 4235 second universal joint; 5, a shell, 50 a mounting cavity, 51 an outer duct; 6 transmission shell, 60 transmission cavity; 7 drive assembly, 71 first drive motor, 72 second drive motor; 8 planetary gear assembly, 81 first planetary gear, 82 second planetary gear, 84 fourth planetary gear; 91 aircraft body, 911 fuselage, 912 wings, 92 shaftless lift component, 921 shaftless rotating component, 922 motor, 93 engine power shaft, 94 transmission component and 95 fifth planetary gear set.

Detailed Description

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will be made with reference to the accompanying drawings. It is obvious that the drawings in the following description are only some examples of the invention, and that for a person skilled in the art, other drawings and embodiments can be derived from them without inventive effort.

For the sake of simplicity, only the parts relevant to the invention are schematically shown in the drawings, and they do not represent the actual structure as a product. In addition, in order to make the drawings concise and understandable, components having the same structure or function in some of the drawings are only schematically illustrated or only labeled. In this document, "one" means not only "only one" but also a case of "more than one".

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

In this context, it is to be understood that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In addition, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.

Example 1

Referring to the attached drawings 1 to 4 of the specification, the propeller 100 provided by the invention is illustrated, the propeller 100 uses a shaftless blade to replace a traditional shaft blade, the blade root of the blade is arranged at the outer ring, the section area and the rigidity of the blade root are both greatly improved, and meanwhile, the pressure rather than the pulling force is generated at the blade root by the extremely high centrifugal force generated by the blade when a turbine and a gas compressor rotate at high speed, the connection difficulty of the blade root is greatly reduced, and the fatigue performance at the blade root is improved; the connecting sleeve can be arranged at the central shaft of the shaftless blade, so that the blades mutually balance the centrifugal force of the blade part in a tension mode, the pressure stress of the root part of the shaftless blade at the gear ring is reduced, and meanwhile, the shaftless blade connected into a whole has higher rigidity in the airflow direction, so that the blades have higher flexibility in design and layout; the transmission system is arranged outside the airflow channel of the engine, a more flexible transmission mode can be adopted without being limited by the restriction of an internal space, and meanwhile, the arrangement difficulty of the cooling system is reduced and the working environment of the transmission system is greatly improved as the transmission system is separated from an extremely high temperature area; the independent transmission system is arranged, so that mechanical energy of the engine can be more easily led out of the engine system to carry out comprehensive utilization of energy, such as driving a lifting fan to work, driving a generator to work and the like, and meanwhile, a motor can be arranged in the transmission system and drives the transmission system to drive a gas compressor to work so as to start the engine.

Specifically, the propeller 100 includes a burner 1, a gas inlet mechanism 2, a gas outlet mechanism 3, a transmission mechanism 4, and a housing 5. The burner 1 has a combustion chamber 10. The gas inlet mechanism 2 comprises a gas compressing assembly 21, and the gas compressing assembly 21 comprises a gas compressing shell 211, a gas compressing gear 212 and a gas compressing blade 213; the compressor housing 211 has an inlet gas flow passage 2110 and a compressor gear chamber 2111; the compression gear 212 is provided with a compression hollow cavity 2120, the compression gear 212 is rotatably mounted in the compression gear cavity 2111, the compression hollow cavity 2120 corresponds to the intake runner 2110, and at least a part of the compression gear 212 extends to the outside of the compression housing 211; the compressor blades 213 are mounted on the inner wall of the compressor hollow cavity 2120, and the inlet duct 2110 is communicated with the combustion chamber 10.

The gas discharge mechanism 3 comprises an exhaust assembly 31, wherein the exhaust assembly 31 comprises an exhaust shell 311, an exhaust gear 312 and an exhaust blade 313; the exhaust housing 311 has an exhaust flow passage 3110 and an exhaust gear cavity; the exhaust gear 312 has an exhaust hollow cavity, the exhaust gear 312 is rotatably installed in the exhaust gear cavity, the exhaust hollow cavity corresponds to the exhaust channel 3110, and at least a portion of the exhaust gear 312 extends to the outside of the exhaust housing 311; the exhaust vane 313 is installed on the inner wall of the exhaust hollow cavity, and the exhaust flow passage 3110 is communicated with the combustion chamber 10.

The transmission mechanism 4 comprises a transmission assembly 41, the transmission assembly 41 comprises an air inlet transmission gear 411, an air outlet transmission gear 412 and a transmission connecting piece 413, one end of the transmission connecting piece 413 is connected to the air inlet transmission gear 411, and the other end of the transmission connecting piece 413 is connected to the air outlet transmission gear 412; the air inlet transmission gear 411 is meshed with the compression gear 212, and the air outlet transmission gear 412 is meshed with the air outlet gear 312; when the exhaust transmission gear 412 rotates, the power of the exhaust transmission gear 412 can be transmitted to the intake transmission gear 411 through the transmission connection piece 413, so as to drive the compression gear 212 to rotate.

Alternatively, the number of the compression gear 212 and the intake transmission gear 411 may be plural and engaged with each other. The number of the exhaust gears 312 and the exhaust transmission gears 412 can be also plural and respectively engaged with each other.

The housing 5 has a mounting cavity 50, and the burner 1, the gas inlet mechanism 2, the gas outlet mechanism 3 and the transmission mechanism 4 are respectively mounted in the mounting cavity 50 of the housing 5.

Preferably, the burner 1, the gas inlet means 2 and the gas outlet means 3 are arranged in sequence in the mounting cavity 50 of the housing 5, and the burner 1 is located between the gas inlet means 2 and the gas outlet means 3. The intake runner 2110 of the compressor housing 211 is communicated with the combustion chamber 10, the exhaust runner 3110 of the exhaust housing 311 is communicated with the combustion chamber 10, and air can enter the combustion chamber 10 through the intake runner 2110, and is combusted with injected fuel in the combustion chamber to form high-temperature and high-pressure gas, which is ejected through the exhaust runner 3110.

In the preferred embodiment, during the process of spraying the gas combusted in the combustion chamber 10 out of the exhaust channel 3110, the exhaust blade 313 is pushed to drive the exhaust gear 312 to rotate, and the transmission assembly 41 drives the compression gear 212 to rotate, so as to drive the compression blade 213 to rotate, and push the gas in the intake channel 2110 to flow into the combustion chamber 10.

Specifically, the transmission connecting member 413 of the transmission assembly 41 is a transmission rod, one end of the transmission rod is connected to the intake transmission gear 411, and the other end of the transmission rod is connected to the exhaust gear 412, and the exhaust gear 412 can drive the transmission gear 411 to rotate when rotating through the transmission rod. Alternatively, the transmission connection 413 can also be implemented as a plurality of intermeshing gears between the intake transmission gear 411 and the exhaust transmission gear 412. It is to be understood that the specific embodiment of the drive connection 413 should not be construed as limiting the invention.

The propeller further comprises a transmission housing 6, the transmission housing 6 is provided with a transmission cavity 60, the transmission assembly 61 is installed in the transmission cavity 60, and at least one part of the air inlet transmission gear 411 and at least one part of the air outlet transmission gear 412 of the transmission assembly 41 extend to the outer side of the transmission housing 6 to be meshed with the air compressing gear 212 and the air outlet gear 312 respectively.

The transmission housing 6 is located in the installation cavity 50 of the housing 5 and on one side of the burner 1, and the transmission housing 6 can separate the transmission assembly 41 from the burner 1, the gas inlet mechanism 2 and the gas outlet mechanism 3 to prevent the transmission assembly 41 from interfering with the burner 1, the gas inlet mechanism 2 and the gas outlet mechanism 3. Alternatively, the number of the transmission assemblies 41 can be implemented as a plurality, and a plurality of the transmission members 41 surround the burner 1, the gas inlet mechanism 2 and the gas outlet mechanism 3 to drivingly connect the gas compressing gear 212 and the gas outlet gear 312 in different directions around the gas compressing gear 212 and the gas outlet gear 312.

Preferably, the number of the compressor blades 213 of the compressor assembly 21 is implemented as a plurality, and the plurality of compressor blades 213 extend from the inner wall of the compressor hollow cavity 2120 of the compressor gear 212 to the center of the compressor hollow cavity 2120.

Preferably, the compressor assembly 21 further comprises a compressor blade connector 217 for connecting one end of the plurality of compressor blades 213 away from the compressor gear 212 to connect the plurality of compressor blades 213 into a whole, so as to improve the rigidity and strength of the compressor blades 213.

Referring to fig. 3A and 3B of the specification, it is noted that in the preferred embodiment, the puffer gear 212 is a shaftless gear, and the center of the puffer cavity 2120 of the puffer gear 212 overlaps with the center of the puffer gear 212. The compressor blade 213 is a shaftless propeller and is fixedly mounted on the inner wall of the compressor hollow cavity 2120 of the compressor gear 212.

The two side walls of the compression gear 212 are respectively provided with a rotating groove 2121, and the two side walls of the compression gear cavity 2111 are respectively provided with a rotating protrusion 2112. The rotating groove 2121 is annular, and the rotating groove 2121 surrounds the air compressing hollow cavity 2120. The rotation protrusion 2112 is annular in shape, and the annular rotation protrusion 2112 surrounds the intake runner 2110.

The two rotation protrusions 2112 are respectively installed in the two rotation grooves 2121. The compressing assembly 21 further includes a bearing 214 installed between the inner wall of the rotating groove 2121 and the outer wall of the rotating protrusion 2112, so that the two rotating protrusions 2112 can respectively rotate in the two rotating grooves 2121, that is, the compressing gear 212 is rotatably installed on the inner wall of the compressing gear cavity 2111 of the compressing housing 211.

It should be noted that the bearing 214 may be a sliding bearing, a ball bearing, a cylindrical roller, a tapered roller, a spherical roller, a needle roller, an electromagnetic bearing, or the like, and is disposed between the compression gear 212 and the inner wall of the compression gear cavity 2111, so that the compression gear 212 may rotate relatively, and the seal may be in the form of a mechanical structure seal, a metal material seal, a rubber material seal, a plastic material seal, or the like, and is disposed between the compression gear 212 and the inner wall of the compression gear cavity 2111.

It will be appreciated that two of the rotation bosses 2112 are mounted in two of the rotation slots 2121, and that the rotation slots 2121 are mounted between the outer wall of the rotation bosses 2112 and the inner wall of the rotation slots 2121 to provide not only support for the compressor gear 212 but also allow the rotation of the compressor gear 212 relative to the side walls of the compressor gear chamber 2111.

Optionally, in another preferred embodiment of the present invention, both side walls of the puffer gear 212 have a rotation protrusion, respectively, both side walls of the puffer gear cavity 2111 of the puffer housing 211 have a rotation groove, respectively, and both rotation protrusions are mounted to the two rotation grooves, respectively, and the puffer assembly 21 further includes a bearing mounted between an inner wall of the rotation groove and an outer wall of the rotation protrusion to allow the rotation protrusion to rotate relative to the inner wall of the rotation groove.

Alternatively, in other preferred embodiments of the present invention, one side wall of the compression gear 212 has a first rotation projection, and the other side wall has a first rotation groove; one side wall of the puffer gear chamber 2111 of the puffer housing 211 is provided with a second rotating protrusion, and the other side wall is provided with a second rotating groove. The first rotating protrusion is mounted on the second rotating groove, and the second rotating protrusion is mounted on the first rotating groove; the air compressing assembly 21 further comprises a first bearing arranged between the outer wall of the first rotating protrusion and the inner wall of the second rotating groove, and a second bearing arranged between the outer wall of the second rotating protrusion and the inner wall of the first rotating groove, so as to allow the first rotating protrusion to rotate in the first rotating groove and the second rotating protrusion to rotate in the second rotating groove.

Preferably, in the present preferred embodiment, the rotation protrusion 2112 is a tapered protrusion, and the rotation protrusion 2112 has two planes inclined to each other. Accordingly, the rotational groove 2121 is a tapered groove, and the rotational groove 2121 also has two planes inclined to each other. It should be noted that the tapered rotation protrusion 2112 is shaped to fit the tapered rotation groove 2121, and the tapered rotation protrusion 2112 is slidably fitted in the tapered rotation groove 2121. Alternatively, in other preferred embodiments of the present invention, the rotation protrusion 2112 is an arc-shaped protrusion, and the rotation groove 2121 is an arc-shaped groove; alternatively, in other preferred embodiments of the present invention, the rotation protrusion 2112 is a cylindrical protrusion, and the rotation groove 2121 is a cylindrical groove. It is to be understood that the specific shape and opening position of the rotation protrusions 2112 and the rotation grooves 2121 should not be construed as limiting the present invention.

Alternatively, in the preferred embodiment, two adjacent compression gears 212 may rotate in the same direction or in opposite directions. It will be appreciated that the relative rotational direction between two adjacent said compression gears 212 should not be construed as limiting the invention.

Further, the compressing assembly 21 further includes a front stator blade 215 and a rear stator blade 216, the front stator blade 215 and the rear stator blade 216 are respectively installed on the inner wall of the compressing hollow cavity 2120 of the compressing gear 212, and the front stator blade 215 and the rear stator blade 216 are respectively located on the front side and the rear side of the compressing blade 213, and are used for flowing gas on the front side and the rear side of the compressing blade 213, so as to improve the running stability of the compressing blade 213.

It should be noted that when a plurality of compressor modules 21 are arranged in parallel, the adjacent compressor blades 213 can share one leading stator blade 215 or one trailing stator blade 216, that is, only one leading stator blade 215 or one trailing stator blade 216 is arranged between the adjacent compressor blades 213.

It should be further noted that the structure of the exhaust assembly 31 of the gas exhaust mechanism 3 is similar to that of the compressing assembly 21 of the gas inlet mechanism 2, and the description thereof is omitted.

Referring to fig. 4 of the specification, a modified embodiment of the thruster provided by the present invention is illustrated, in which the number of the intake transmission gears 411 of the transmission assembly 41 is plural, the number of the compression gears 212 of the compression assembly 21 is also plural, and the plural compression gears 212 are respectively engaged with the plural intake transmission gears 411;

the number of the exhaust transmission gears 412 of the transmission assembly 41 is plural, the number of the exhaust gears 312 of the exhaust assembly 31 is also plural, and the plural exhaust gears 312 are engaged with the plural exhaust transmission gears 412.

The transmission assembly further includes a planetary gear set 43, and a plurality of the intake transmission gears 411 are connected to each other through the planetary gear set 43.

Referring to fig. 4 in the specification, the planetary gear set 43 includes a sun gear 431, a planet gear 432, a planet carrier 433, and a ring gear 434. The number of the transmission connecting pieces 413 is multiple, one of the adjacent transmission connecting pieces 413 is connected to the sun gear 431, the other transmission connecting piece is connected to the planet carrier 433, and the ring gear 434 is connected to the compression gear 212 and/or the driving motor.

Example 2

Referring to fig. 5 of the specification, a second preferred embodiment of the propeller provided by the present invention is illustrated, the structure of the propeller of the second preferred embodiment is substantially the same as that of the propeller of the first preferred embodiment, except that, in the present preferred embodiment, the gas inlet means 2 and the gas outlet means 3 have a multi-stage structural design, respectively.

Specifically, the gas inlet mechanism 2 includes a first gas inlet unit 221, and the first gas inlet unit 221 includes more than one compressor assembly 21. Preferably, the first air inlet unit 221 includes two of the compressor assemblies 21.

The gas discharge mechanism 3 includes a first exhaust unit 321, and the first exhaust unit 321 includes one or more exhaust assemblies 31. Preferably, the first exhaust unit 321 includes one exhaust assembly 31.

The transmission mechanism 4 includes a first transmission unit 421, and the first transmission unit 421 includes more than one transmission assembly 41. Preferably, the first transmission unit 421 includes one transmission assembly 41, the transmission assembly 41 of the first transmission unit 421 includes two intake transmission gears 411, the two intake transmission gears 411 are respectively connected to the transmission connecting member 413, and the two intake transmission gears 411 are respectively engaged with the two compression gears 212 of the first intake unit 221; the exhaust transmission gear 412 of the transmission assembly 41 of the first transmission unit 421 is engaged with the exhaust gear 312 of the first exhaust unit 321; when one of the exhaust transmission gears 412 of the first transmission unit 421 rotates, the two intake transmission gears 411 can be driven to rotate.

The gas inlet mechanism 2 further comprises a second gas inlet unit 222, and the second gas inlet unit 222 comprises more than one gas compressing assembly 21. Preferably, the second air intake unit 222 includes two of the air compressing assemblies 21.

Preferably, the compressor housing 211 of the second intake unit 222 is disposed adjacent to the compressor housing 211 of the first intake unit 221 in sequence, and the intake runners 2110 correspond. That is, the second air intake unit 222 is disposed adjacent to the first air intake unit 221, and the first air intake unit 221 is adjacent to the burner 1.

Preferably, the size of the puffer housing 211 of the second air intake unit 222 is larger than the size of the puffer housing 211 of the first air intake unit 221, the first air intake unit 221 is a high pressure air intake unit, the second air intake unit 222 is a medium pressure air intake unit, and the gas flow rate in the inlet flow passage 2110 of the first air intake unit 221 is larger than the gas flow rate in the inlet flow passage 2110 of the second air intake unit 222.

The gas discharge mechanism 3 includes a second gas discharge unit 322, and the second gas discharge unit 322 includes one or more gas discharge assemblies 31. Preferably, the second exhaust unit 322 includes one of the exhaust assemblies 31.

Preferably, the exhaust housings 311 of the second exhaust unit 322 and the exhaust housings 311 of the first exhaust unit 321 are sequentially disposed adjacent to each other, and the exhaust flow passages 3110 correspond. That is, the second exhaust unit 322 is disposed adjacent to the first exhaust unit 321, and the first exhaust unit 321 is adjacent to the combustion chamber 10.

Preferably, the size of the exhaust housing 311 of the second exhaust unit 322 is larger than the size of the exhaust housing 311 of the first exhaust unit 321, the first exhaust unit 321 is a high pressure exhaust unit, the second exhaust unit 322 is a medium pressure exhaust unit, and the flow rate of gas in the exhaust channel 3110 of the first exhaust unit 321 is larger than the flow rate of gas in the exhaust channel 3110 of the second exhaust unit 322.

The transmission mechanism 4 includes a second transmission unit 422, and the second transmission unit 422 includes more than one transmission assembly 41. Preferably, the second transmission unit 422 comprises one transmission assembly 41, the transmission assembly 41 of the second transmission unit 422 comprises two air inlet transmission gears 411, the two air inlet transmission gears 411 are respectively connected to the transmission connecting piece 413, and the two air inlet transmission gears 411 are respectively meshed with the two air compressing gears 212 of the second air inlet unit 222; the exhaust transfer gear 412 of the transfer assembly 41 of the second transfer unit 422 is meshed with the exhaust gear 312 of the second exhaust unit 322; when one of the exhaust transmission gears 412 of the second transmission unit 422 rotates, the two intake transmission gears 411 can be driven to rotate.

Further, the propeller further comprises a driving assembly 7, the driving assembly 7 comprises a first driving motor 71 and a second driving motor 72, wherein the first driving motor 71 is drivably connected to the air inlet transmission gear 411 of the first air inlet unit 221, and the second driving motor 72 is drivably connected to the air inlet transmission gear 411 of the second air inlet unit 222.

The propeller further includes a planetary gear assembly 8, the planetary gear assembly 8 including a first planetary gear set 81 and a second planetary gear set 82, wherein the first planetary gear set 81 is connected between the transmission connection 413 of the first transmission unit 421 and the intake transmission gear 411, and a driving shaft of the first driving motor 71 is drivingly connected to the first planetary gear set 81. That is, the compression gear 212 of the first air intake unit 221 can be driven to rotate by the first driving motor 71 and the transmission connection piece 413 of the first transmission unit 421. It should be noted that before the engine is started, the first driving motor 7 can simultaneously drive the first transmission unit 421 to rotate, and thus drive the compression gear 212 and the exhaust gear 312 to rotate.

The second planetary gear set 82 is connected between the transmission connection 413 of the second transmission unit 422 and the intake transmission gear 411, and a driving shaft of the second driving motor 72 is drivingly connected to the second planetary gear set 82. That is, the compression gear 212 of the second air intake unit 222 can be driven to rotate by the second driving motor 72 and the transmission connection 413 of the second transmission unit 422.

Preferably, the first driving motor 71 and the second driving motor 72 of the driving assembly 7 are an all-in-one motor/generator, respectively. Alternatively, the first drive motor 71 and the second drive motor 72 of the drive assembly 7 can also be electric motors.

It should be noted that, in the preferred embodiment, when the thruster is started, the first driving motor 71 of the driving assembly 7 drives the intake transmission gear 411 of the first transmission unit 421 to rotate, and then drives the compressor gear 212 of the first intake unit 221 to rotate, so as to drive the compressor blade 213 of the first intake unit 221 to rotate, and push the gas in the intake duct 2110 to flow toward the combustion chamber 10 of the combustor 1. The second driving motor 72 of the driving assembly 7 drives the intake transmission gear 411 of the second transmission unit 422 to rotate, and further drives the compression gear 212 of the second intake unit 222 to rotate, so as to drive the compression blade 213 of the second intake unit 222 to rotate, and push the gas in the intake runner 2110 to flow toward the combustion chamber 10 of the burner 1.

When the rotating speed of the air compressing blades 213 of the first air inlet unit 221 and the second air inlet unit 222 reaches a preset rotating speed and the pressure of the air flowing through the combustion chamber 10 reaches a preset magnitude, the propeller is ignited at this time, fuel and high-pressure air flow are combusted in the combustion chamber 10 to form high-temperature and high-pressure air flow, the exhaust blades 313 of the gas exhaust mechanism 3 are driven to work, the transmission mechanism 4 drives the gas inlet mechanism 2 to work, the start of the propeller is completed, and the driving assembly 7 exits from working.

It should also be noted that the drive assembly 7, in addition to taking energy from the power system to operate the propeller when the propeller is activated, may act as a generator to power the entire aircraft system or to charge the power system when the propeller is operating normally.

Example 3

Referring to fig. 6A and 6B of the specification, a third preferred embodiment of the propeller provided by the present invention is illustrated, and the structure of the propeller of the third preferred embodiment is substantially the same as that of the second preferred embodiment, except that in the third preferred embodiment, the gas exhaust mechanism 3 further includes a power output unit 324, the gas exhausted from the combustion chamber 10 can drive the power output unit 321 to work, and the power generated by the work of the power output unit 324 can be transmitted to the outside of the propeller.

Specifically, the power output unit 324 includes more than one exhaust assembly 31, a power output shaft 324 and a power output gear 3242, wherein the power output gear 3242 is mounted at one end of the power output shaft 3241, and the power output gear 3242 is engaged with the exhaust gear 312 of the exhaust assembly 31 of the power output unit 324. When the burner 1 of the propeller is in operation, the gas flowing in the intake runner 2110 can push the exhaust blades 313 of the power output unit 324 to rotate, so as to drive the exhaust gear 312 to rotate, and the power is transmitted to the power output gear 3242 and the power output shaft 3241 in turn and can be transmitted outwards.

It should be noted that in other preferred embodiments of the present invention, the number of the power output gears 3242 can also be multiple, and multiple power output gears 3242 can be decoupled by a planetary gear assembly to drive the output shaft 3241 to rotate in a unified manner.

Referring to fig. 6A in the specification, the power output unit 324 further includes a fourth planetary gear set 84, and a plurality of power output gears 3242 are connected through the planetary gear set 84.

The propeller provided by the preferred embodiment outputs the power of the propeller out of the propeller through the power output unit 324, and further utilizes the power in the form of mechanical energy, so that the propeller is suitable for power systems of helicopters, ships and vehicles, and even suitable for power systems of generators; the high air compression ratio can be obtained by increasing the number of rotors of the low-speed and high-speed gas compressors so as to improve the thrust and the combustion efficiency of the propeller; the working temperature of the corresponding area of the gas discharge mechanism 3 can be reduced and the fuel efficiency can be improved by improving the proportion of the gas flow entering the outer channel of the combustion chamber and the gas flow entering the inner cavity of the combustion chamber; the power output power can be improved by increasing the area and/or number of the exhaust blades 313 of the power output unit 324, and the efficiency of the propeller can be further improved.

Example 4

Referring to the description of fig. 7A and 7B, a fourth preferred embodiment of the propeller of the present invention is illustrated, which has substantially the same structure as the second preferred embodiment described above, except that the propeller of the fourth preferred embodiment is provided with a dual combustion chamber design.

In particular, said thruster of the fourth preferred embodiment further comprises a second burner 11, said second burner 11 having a second combustion chamber 110. The second burner 11 is installed at an outlet of the exhaust passage 3110 of the second exhaust unit 322.

The burner 1 further has a burner outer passage 12, the burner 2 outer passage 12 being located outside the combustion chamber 10, the burner outer passage 12 communicating the intake runner 2110 of the gas intake mechanism 2 and the second combustion chamber 110 of the second burner 11.

In the preferred embodiment, the gas in the gas inlet flow passage 110 of the gas inlet mechanism 2 is divided into two parts when passing through the burner 1, and one part enters the combustion chamber 10 and is mixed with fuel to be combusted and expanded; another part of the gas flow enters the outer channel 12 of the burner 1.

The combustor 1 is characterized in that a communicating small hole is formed between the combustion chamber 10 and the outer channel 12, and air flow in the outer channel 12 can enter the combustion chamber 10 through the small hole to support combustion and reduce temperature. The high-temperature and high-pressure gas flow flowing out of the combustion chamber 10 of the burner 1 enters the exhaust channel 3110 of the gas exhaust mechanism 3, pushes the exhaust blades 313 of the exhaust assembly 31 to rotate, and then is exhausted through the tail nozzle. The remaining high velocity, high pressure gas in the outer channel 12 of the burner 1 continues to flow forward to the second burner 11. The structure of the second burner 11 is similar to that of the burner 1, and the second burner 11 has a second outer channel 111 outside the second combustion chamber 110, and the second outer channel 111 and the second combustion chamber 110 have a through hole therebetween. A part of the gas of the outer passage 12 of the burner 1 enters the second combustion chamber 110 of the second burner 11, is mixed with fuel and then is combusted and expanded; the other part of the air flow enters the second outer channel 111 of the second burner 11 and can enter the second combustion chamber 110 through the through hole for combustion supporting and temperature reduction. The gas discharged from the rear nozzle of the second burner 11 can be discharged after being merged with the gas discharged from the gas discharge port of the gas discharge mechanism 3.

Preferably, the burner 1 is a single loop tube combustion chamber design and the second burner 12 is a split tube or loop tube combustion chamber design.

The propeller of the fourth preferred embodiment is designed by double combustion chambers, the combustor 1 is used for driving the gas discharge mechanism 3 to drive the gas inlet mechanism 2 to work, high-pressure air is obtained, except that part of the high-pressure air is sent to the outer channel 12 of the combustor 1, most of the high-pressure air is sent to the combustion chamber 10 of the combustor 1 for combustion, and larger thrust and higher efficiency are generated. Under the condition that the size and the mass of the propeller are equivalent, the total thrust can be greatly improved, a higher thrust-weight ratio can be realized, and the propeller is suitable for passenger planes, fighters, unmanned planes and cruise missiles flying at supersonic speed and high supersonic speed; the area of the puffer blades 213 of the gas inlet mechanism 2 can be increased to increase the amount of gas inlet, and the number of the puffer blades 213 can be increased to obtain a high air compression ratio, thereby improving the thrust and combustion efficiency of the propeller. The second combustor 11 can be started to work as required, and can only work by the combustor 1 at the idle speed or the low speed state, so that the fuel consumption is reduced, part of the second combustor 11 (the annular combustion chamber does not have the function) can be started to work at the medium-high speed state, and the combustor 1 and the second combustor 11 all work together at the full speed state, so that the airplane can obtain the capabilities of subsonic economy cruise, supersonic economy cruise and even hypersonic economy cruise through the cooperation of the double combustion chambers.

Example 5

With reference to the description of fig. 8A and 8B, a fifth preferred embodiment of the impeller according to the present invention is illustrated, which is substantially identical to the fourth preferred embodiment described above, except that the impeller of the fifth preferred embodiment is provided with a valve assembly at the inlet of the inlet conduit 2110 of the gas inlet means 2, by means of which the gas flow direction of the inlet conduit 2110 of the gas inlet means 2 can be controlled.

In particular, in the present preferred embodiment, the impeller further comprises a valve assembly 23, the valve assembly 23 being mounted at the inlet of the inlet flow duct 2110 of the gas inlet means 2.

The thruster further comprises a ram channel 24, one end of the ram channel 24 being in communication with the inlet flow duct 2110 of the gas inlet means 2 and the other end being in communication with the second combustion chamber 110 of the second burner 1.

The valve assembly 23 further comprises an inlet runner valve 231 and a ram channel valve 232, the inlet runner valve 231 is mounted at the inlet of the inlet runner 2110 of the gas inlet mechanism 2, and the opening and closing of the inlet runner 2110 can be controlled by the inlet runner valve 231; the stamping channel valve 232 is installed at an inlet of the stamping channel 24, and the opening and closing of an air inlet of the stamping channel 24 can be controlled through the stamping channel valve 232.

Specifically, when the intake runner valve 231 is in the open state, gas can enter the intake runner 2110 through the intake of the intake runner 2110 of the gas inlet mechanism 2 and enter the combustion chamber 10 of the burner 1. When the ram channel valve 232 is in the open state, gas can enter the ram channel 24 through the gas inlet of the ram channel 24 and flow forward into the second combustion chamber 110 of the second combustor 11.

Specifically, when the intake runner valve 231 and the ram channel valve 232 are simultaneously in the open state, a part of the gas flow flows into the burner 1 through the intake runner 2110 of the gas inlet mechanism 2; the other part of the air flow enters the stamping channel 24, and after the air flow is continuously decelerated and pressurized by the stamping channel 24, the air flow forms high-pressure air flow and enters the second combustor 11.

When the inlet manifold valve 231 is in the closed state and the ram channel valve 232 is in the open state, gas cannot enter the inlet manifold 2110 through the inlet manifold valve 231 and only the ram channel 24 through the ram channel valve 232. The combustor 1 stops working, and after the airflow is continuously decelerated and pressurized through the stamping channel 24, high-pressure airflow is formed and enters the second combustor 11.

The propeller provided by the preferred embodiment can control the airflow by arranging the valve assembly 23 at the gas inlet of the gas inlet mechanism 2, and realizes the free switching between the two modes of turbo-charged combustion and stamping-charged combustion by utilizing the characteristics of double combustion chambers.

Example 6

With reference to the accompanying fig. 9 and 10 of the specification, a sixth preferred embodiment of the propeller provided by the present invention is illustrated, and the structure of the propeller of the sixth preferred embodiment is substantially the same as that of the propeller of the second preferred embodiment described above, except that the gas inlet mechanism 2 and the gas outlet mechanism 3 of the propeller provided by the sixth preferred embodiment are designed in three stages of low, medium and high, respectively.

Specifically, the gas inlet mechanism 2 further includes a third gas inlet unit 223, the third gas inlet unit 223 includes more than one, optionally two, gas compressing assemblies 21 of the third gas inlet unit 223, and the gas compressing assemblies 21 of the third gas inlet unit 223 and the gas compressing assemblies 21 of the second gas inlet unit 222 are sequentially and adjacently disposed.

The gas discharge mechanism 3 further includes a third gas discharge unit 323, the third gas discharge unit 323 includes one or more gas discharge assemblies 31, and the gas discharge assemblies 31 of the third gas discharge unit 323 and the gas discharge assemblies 31 of the second gas discharge unit 322 are sequentially disposed adjacent to each other.

The transmission mechanism 4 further comprises a third transmission unit 423, and the third transmission unit 423 comprises the transmission assembly 41. The number of the intake transmission gears 411 of the transmission assembly 41 of the third transmission unit 423 corresponds to the number of the compression gears 212 of the first intake unit 221, and is engaged with the compression gears 212 of the first intake unit 221, respectively. The number of the exhaust transfer gears 412 of the third transfer unit 423 corresponds to the number of the exhaust gears 312 of the third exhaust unit 323, and is engaged with the exhaust gears 312 of the third exhaust unit 323, respectively.

It is noted that the size of the intake runner 2110 of the third intake unit 223 is larger than the size of the intake runner 2110 of the second intake unit 222. That is, the sizes of the intake runners 2210 of the third intake unit 223, the second intake unit 222, and the first intake unit 221 are gradually reduced, and the third intake unit 223, the second intake unit 222, and the first intake unit 221 are a low pressure intake unit, a medium pressure intake unit, and a high pressure intake unit, respectively.

Preferably, the third air intake unit 223, the second air intake unit 222, and the puffer housing 211 of the first air intake unit 221 are respectively integrally molded. Alternatively, the third air inlet unit 223, the second air inlet unit 222 and the puffer housing 211 of the first air inlet unit 221 can also be spliced to each other, and this should not be construed as limiting the invention.

Accordingly, the size of the exhaust flow passage 3310 of the third exhaust unit 323 is larger than the size of the exhaust flow passage 3310 of the second exhaust unit 322. That is, the gears of the exhaust gas flow passages 3310 of the third exhaust unit 323, the second exhaust unit 322, and the first exhaust unit 321 are gradually decreased, and the third exhaust unit 323, the second exhaust unit 322, and the first exhaust unit 321 are a low pressure exhaust unit, a medium pressure exhaust unit, and a high pressure exhaust unit, respectively.

Preferably, the exhaust housings 311 of the third exhaust unit 323, the second exhaust unit 322, and the first exhaust unit 321 are integrally formed, respectively. Alternatively, the third exhaust unit 323, the second exhaust unit 322, and the exhaust housing 311 of the first exhaust unit 321 may be spliced together, and this should not limit the present invention.

In the present preferred embodiment, the transmission link 413 of the third transmission unit 423 includes a first transmission rod 4231, a second transmission rod 4232, and a third transmission rod 4233, the second transmission rod 4232 is disposed between the first transmission rod 4231 and the third transmission rod 4233, and the second transmission rod 4232 is disposed obliquely with respect to the first transmission rod 4231 and the third transmission rod 4233. The intake transmission gear 411 is mounted to the first transmission rod 4231, and the exhaust transmission gear 412 is mounted to the third transmission rod 4233.

The transmission connection 413 of the third transmission unit 423 further includes a first universal joint 4234 and a second universal joint 4235, wherein the first universal joint 4234 is provided at a connection between the first transmission rod 4231 and the second transmission rod 4232, and the second universal joint 4235 is provided at a connection between the second transmission rod 4232 and the third transmission rod 4233, so that the rotation of the third transmission rod 4233 can be transmitted to the first transmission rod 4231.

It should be noted that, in the preferred embodiment, as soon as gas passes through the inlet flow passage 2110 of the third inlet unit 221, the inlet flow passage 2110 of the second inlet unit 222 and the inlet flow passage 2110 of the first inlet unit 223 in sequence, the gas enters the burner 1, and the gas exhausted from the burner 1 passes through the exhaust flow passage 3110 of the first exhaust unit 321, the exhaust flow passage 3110 of the second exhaust unit 322 and the exhaust flow passage 3110 of the third exhaust unit 323 in sequence, and is then ejected.

In the preferred embodiment, the propeller further comprises an outer duct 51 surrounding the burner 1, the gas inlet means 2 and the gas outlet means 3, the outer duct 51 communicating with the inlet duct 2110 of the third inlet unit 223. A part of the gas passing through the intake runner 2110 of the third intake unit 223 enters the intake runner 2110 of the second intake unit 222 and moves to the burner 1; the other part of the gas enters the outer duct 51, is accelerated by the outer duct 51 and is directly sprayed backwards.

Example 7

With reference to the accompanying fig. 11 to 14 of the specification, according to another aspect of the present invention, the present invention further provides an aircraft comprising an aircraft body 91 and the propeller 100 provided in any of the preferred embodiments described above. The aircraft body 91 comprises a fuselage 911 and wings 912, and the thruster 100 is mounted to the fuselage 911 of the aircraft body 91.

The aircraft further comprises a vectoring nozzle mounted behind the propeller, the nozzle of the vectoring nozzle being rotatable to jet air vertically downwards.

The aircraft further comprises a shaftless lift assembly 92 mounted to the wing 912 of the aircraft body 91, the shaftless lift assembly 92 being mounted to the wing 912 of the aircraft body 91.

Specifically, the shaftless lift assembly 92 includes a shaftless rotating member 921 and an electric motor 922, the structure of the shaftless rotating member 921 is similar to that of the compressor assembly 21 of the above preferred embodiment, the shaftless rotating member 921 is horizontally mounted on the wing 912 and can rotate relative to the wing 912, the electric motor 922 is mounted on the wing 912, and the output shaft of the electric motor 922 is drivingly connected to the shaftless rotating member 921, and the electric motor 922 can drive the shaftless rotating member 921 to rotate.

Further, the propeller further comprises an engine power shaft 93, the engine power shaft 93 is connected to a compressor area of the propeller, that is, the gas inlet mechanism 2 of the propeller, and the gas inlet mechanism 2 can drive the engine power shaft 93 to rotate when in operation.

The aircraft further comprises a transmission assembly 94, wherein the transmission assembly 94 comprises a plurality of transmission rods, reversing joints and/or bevel gears, and the transmission assembly 94 is connected between the shaftless transmission piece 921 and the engine power shaft 93 and is used for transmitting the power of the engine power shaft 93 to the shaftless transmission piece 921 so as to drive the shaftless transmission piece 921 to rotate.

The aircraft further comprises a fifth planetary gear set 95, the fifth planetary gear set 95 is connected with the transmission gear of the transmission assembly 94 and the motor 922, and the power of the motor 922 and the power shaft 93 can be decoupled through the fifth planetary gear set 95, so that the motor 922 and the power shaft 93 can drive the shaftless rotating piece 921 to rotate.

Preferably, the shaftless lift assembly 92 is mounted on each of the two wings 912 of the aircraft.

When the aircraft vertically takes off or lands, the upper and lower channels of the shaftless rotating pieces 921 on both sides of the wing 912 are opened, the pusher normally works, the vector tail nozzle of the pusher is adjusted to be in a downward jet state, meanwhile, the locking state of a gear connected with the engine power shaft 93 is released when the gas of the pusher enters the planetary gear assembly of the mechanism 2, part of the power of the gas entering the mechanism 2 is transmitted to the engine power shaft 93, the engine power shaft 93 transmits the power to the transmission shafts on both sides through a transfer gear set, and then the transmission direction is adjusted through a bevel gear set or a universal joint and then transmitted to the fifth planetary gear set 95 inside the wing 912, the fifth planetary gear set 95 drives the shaftless rotating pieces 921 to rotate, and simultaneously starts the motor 922, and the rotating speed of the shaftless rotating pieces 921 on both sides is adjusted by the motor 922, realize the balance of left and right, front and back power.

When the aircraft flies horizontally by vertical takeoff and rotation, the jet direction is gradually adjusted by the vector tail nozzle of the pusher, the aircraft is adjusted to fly horizontally gradually, meanwhile, the power output of the shaftless rotation piece 921 is gradually reduced, until the aircraft speed reaches the state of being capable of maintaining the horizontal flight, the planetary gear assembly lock of the gas inlet mechanism 2 is connected with the engine power shaft 93 to be connected with the gear, the power output of the shaftless rotation piece 921 is cut off, the motor 922 is closed, the upper channel and the lower channel of the shaftless rotation piece 921 on the two sides of the wing 912 are closed simultaneously, and the aircraft enters the normal flight state.

When the aircraft lands vertically by flat flying, open the passageway about shaftless rotation piece 921 of wing 912 both sides, gaseous entering mechanism 2's planetary gear assembly remove with the locking state of engine power shaft 93 connection gear, the impeller drive shaftless rotation piece 921 begins to work, starts simultaneously motor 922 adjusts both sides shaftless rotation piece 921 rotational speed, and the jet direction is adjusted step by step to the vector tail spout, adjusts the aircraft progressively slows down to the state of hovering, adjusts the power output of impeller and motor this moment, makes the aircraft progressively steadily land to ground, the aircraft stops steadily completely after, adjusts the impeller to idle state or parking state this moment to the planetary gear assembly locking of gaseous entering mechanism 2 with engine power shaft 93 connection gear cuts off to the power output of shaftless rotation piece 921, and (3) closing the motor 922, closing the upper and lower channels of the shaftless rotating piece 921 on two sides of the wing 912, and simultaneously adjusting the vector jet nozzle to be in a horizontal state.

In the preferred embodiment, the power of the gas inlet mechanism of the impeller is output to the shaftless blade lift fan, which is equivalent to the doubled increase of the area of a paddle disc of the gas inlet mechanism, the fan efficiency is improved, the overall thrust level is improved, the thrust is dispersed to wings on two sides and the tail part to be output simultaneously, and the vertical takeoff and landing of the aircraft are realized; when the aircraft flies flatly, the shaftless blade lift fan is closed, the impeller works normally and is consistent with the normal aircraft, and the flying speed and the flying efficiency are improved; compared with an active F35 warplane, the double-lift fan has the advantages that the area of the paddle disk of the double-lift fan is larger than that of a single-lift fan arranged at the front section of the fuselage in the F35 mode, the efficiency is higher, the lift force is larger, meanwhile, the lift fan is arranged on the wing, the situation that the fuselage keeps complete inner space due to the fact that the lift fan occupies precious inner space of the fuselage is avoided, and more effective loads can be carried; compared with the existing active V22 tilt rotor aircraft, the aircraft has the advantages that the lift force of the double-lift fan and the propeller tail nozzle is shared by three pivot points, the take-off and landing stability is better than that of the V22 tilt rotor aircraft, and the speed is higher when the aircraft flies flatly.

Referring to the attached

drawings

11 and 12 of the specification, the aircraft is a manned or unmanned fighter plane capable of vertical take-off and landing. With reference to the description figures 13 and 14, the aircraft can also be a passenger aircraft or a transport aircraft. It will be appreciated that the type of aircraft described should not constitute a limitation of the invention.

It should be noted that the above embodiments can be freely combined as necessary. The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.

Claims

1. A propeller, comprising:

a burner having a combustion chamber;

the transmission mechanism comprises a transmission assembly, the transmission assembly comprises an air inlet transmission gear, an air outlet transmission gear and a transmission connecting piece, one end of the transmission connecting piece is connected to the air inlet transmission gear, and the other end of the transmission connecting piece is connected to the air outlet transmission gear; the air inlet transmission gear is meshed with the air compression gear, and the air outlet transmission gear is meshed with the air outlet gear; when the exhaust transmission gear rotates, the power of the exhaust transmission gear can be transmitted to the air inlet transmission gear through the transmission connecting piece so as to drive the air inlet transmission gear to rotate;

2. The thruster of claim 1, wherein the gas inlet mechanism comprises a first gas inlet unit comprising at least one of the displacer assemblies;

3. The thruster of claim 2, wherein the gas inlet mechanism further comprises a second gas inlet unit, the second gas inlet unit comprising at least one of the displacer assemblies, and the displacer assembly of the second gas inlet unit being disposed in communication with the gas inlet flow passage of the displacer assembly of the first gas inlet unit;

4. The thruster of claim 3, wherein the gas inlet mechanism further comprises a third gas inlet unit comprising at least one of the displacer assemblies, and the displacer assembly of the third gas inlet unit is disposed in communication with the gas inlet flow passage of the displacer assembly of the second gas inlet unit;

5. The thruster of any one of claims 1 to 4, wherein the number of said inlet drive gears of said transmission assembly is plural, the number of said displacer gears of said displacer assembly is also plural, and a plurality of said displacer gears are respectively engaged with a plurality of said inlet drive gears;

6. The propeller of claim 5, wherein the transmission assembly further comprises a planetary gear set, and a plurality of the intake transmission gears are connected to each other through the planetary gear set.

7. The propeller of claim 6, wherein the propeller further comprises a drive assembly, the drive assembly comprising a drive motor, an output shaft of the drive motor being connected to the planetary gear set.

8. The propeller of claim 3 or 4, wherein the gas discharge mechanism further comprises a power output unit including at least one of the exhaust assemblies, and the exhaust flow passage of the exhaust assembly of the power output unit is in communication with the exhaust flow passage of the second exhaust unit; the power output unit further comprises a power output gear and a power output shaft, the power output gear is mounted on the power output shaft, the power output gear is meshed with the exhaust gear of the exhaust assembly of the power output unit, and the power output shaft extends to the outer side of the shell.

9. The propeller of claim 8, wherein the power output unit further comprises a planetary gear set, and a plurality of the power output gears are connected through the planetary gear set.

10. The propeller of claim 8, wherein the gas inlet mechanism further comprises an outer passage located outside the burner, one end of the outer passage communicating with an intake runner of the gas inlet mechanism and the other end communicating with the exhaust runner of the exhaust assembly of the power take off unit.

11. The thruster of claim 8, wherein the gas inlet mechanism further comprises an outer channel located outside the burner and a second burner located at the tail nozzle of the gas outlet mechanism, the outer channel communicating the gas inlet channel of the gas inlet mechanism with the second burner; a portion of the gas discharged from the gas inlet means enters the combustion chamber of the burner and another portion enters the second burner through the outer passage.

12. The pusher of claim 11, wherein the gas inlet mechanism further comprises a valve assembly and a ram channel, one end of the ram channel communicating with the inlet of the gas inlet channel of the second gas inlet unit and the other end communicating with the second burner; the valve assembly comprises an inlet runner valve mounted at the inlet of the inlet runner of the second inlet unit, and an bypass valve mounted at the inlet of the ram channel, wherein the inlet runner valve is used for controlling the opening and closing of the inlet runner of the second inlet unit, and the ram channel valve is used for controlling the opening and closing of the inlet of the ram channel.

13. The propeller of claim 4, wherein the transmission connection of the third transmission unit comprises a first transmission rod, a second transmission rod, a third transmission rod, a first universal joint, and a second universal joint, the second transmission rod is located between the first transmission rod and the third transmission rod, and the second transmission rod is disposed obliquely with respect to the first transmission rod and the third transmission rod, the intake transmission gear of the third transmission unit is mounted to the first transmission rod, and the exhaust transmission gear is mounted to the third transmission rod; the first universal joint is located the first transfer line with the junction of second transfer line, the second universal joint is located the second transfer line with the junction of third transfer line, can drive when the third transfer line rotates first transfer line rotates.

14. The propeller of claim 13, wherein the propeller further comprises a transmission housing having a transmission cavity, the first transmission unit, the second transmission unit, and the third transmission unit being respectively mounted to the transmission housing, the transmission housing separating the transmission mechanism from the burner, the gas exhaust mechanism, and the gas intake mechanism.

15. The propeller of claim 14, wherein the propeller further comprises an outer duct surrounding the combustor and outside the transmission housing, and a portion of the gas in the first gas inlet unit enters the gas inlet duct of the second gas inlet unit, and another portion of the gas enters the outer duct and is accelerated by the outer duct and then is ejected.

16. An aircraft, characterized in that it comprises

The propeller of any one of claims 1-15;

17. The aircraft of claim 16 wherein the aircraft further comprises at least one set of shaftless lift assemblies, said shaftless lift assemblies comprising a shaftless rotating member; the aircraft further comprises a transmission assembly; the propeller comprises an engine power shaft connected with the gas inlet mechanism; the transmission assembly is connected between the shaftless rotating part and the engine power shaft and is used for transmitting the power of the engine power shaft to the shaftless rotating part; wherein the jet nozzle of the propeller is a vector jet nozzle.

18. The aircraft of claim 17 wherein the shaftless lift assembly further comprises a fifth planetary gear set; the shaftless lift assembly further comprises a motor; the fifth planetary gear set is connected with the shaftless rotating part, the motor and the transmission assembly, and the power of the motor and the power shaft of the engine can be transmitted to the shaftless rotating part through the fifth planetary gear set.