CN114180029A - Propeller assembly - Google Patents
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- CN114180029A CN114180029A CN202111452701.5A CN202111452701A CN114180029A CN 114180029 A CN114180029 A CN 114180029A CN 202111452701 A CN202111452701 A CN 202111452701A CN 114180029 A CN114180029 A CN 114180029A
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- 239000012530 fluid Substances 0.000 claims abstract description 14
- 238000004891 communication Methods 0.000 claims abstract description 5
- 238000010248 power generation Methods 0.000 claims description 14
- 230000006835 compression Effects 0.000 claims description 9
- 238000007906 compression Methods 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 4
- 239000003921 oil Substances 0.000 description 62
- 239000000243 solution Substances 0.000 description 10
- 239000000446 fuel Substances 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 4
- 239000000295 fuel oil Substances 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000000926 separation method Methods 0.000 description 3
- 238000005507 spraying Methods 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000009792 diffusion process Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000005381 potential energy Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
- B64C11/16—Blades
- B64C11/20—Constructional features
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Abstract
The present invention provides a propeller assembly comprising: a paddle mount (12); a plurality of propeller blades (14) arranged on the propeller base (12) in a centrosymmetric manner; and a paddle cap (16), the paddle cap (16) being disposed directly or indirectly on the paddle mount (12), each of the propeller blades (14) being configured to have a gas inlet, a cavity (35) and a gas outlet (15), the gas inlet and gas outlet (15) being respectively in fluid communication with the cavity (35), the gas inlet being configured to receive gas from the gas inlet (20) of the propeller assembly, the gas outlet (15) being disposed in a trailing edge of the propeller blade (14) for exhausting gas entering the cavity (35) of the propeller blade (14). The propeller assembly can be driven by itself to form an independent part and a self-forming system, so that the overall arrangement of the aircraft design is facilitated, the lift force is obviously increased compared with that of a conventional propeller, the cost is low, the structure is simple, the production is easy, and the practicability is high.
Description
Technical Field
The invention relates to the field of aviation and transportation, in particular to a propeller assembly.
Background
For the existing propeller aircrafts, the propellers have no driving capability, the propellers need to be driven by a piston engine or a turbine engine, the structure is overweight, the transmission structure is complex, and especially for helicopters, the operation of blade hinges is very complex; because the propeller has no driving capability, the unit lift force value of the propeller is low, the large-span propeller is adopted for improving the lift force, and the wing tip is easy to scrape and touch obstacles and is easy to have accidents due to overlarge size; moreover, large span propeller aircraft occupy a large tarmac size, which is disadvantageous to maintenance.
Disclosure of Invention
It is an object of the present invention to at least partially overcome the disadvantages of the prior art and to provide a propeller assembly.
It is also an object of the present invention to provide a propeller assembly in which the propeller blades themselves are self-drivable.
It is also an object of the present invention to provide a propeller assembly having significantly increased lift (or drag) compared to conventional propellers.
It is also an object of the present invention to provide a propeller assembly that forms a stand-alone component to facilitate the overall arrangement of an aircraft design.
The invention also aims to provide the propeller assembly which is simple in structure, low in cost and high in practicability.
To achieve one of the above objects or purposes, the technical solution of the present invention is as follows:
a propeller assembly comprising:
a paddle seat;
the propeller blades are arranged on the propeller base in a centrosymmetric manner; and
a paddle cap disposed directly or indirectly on the paddle mount,
each propeller blade is configured to have a gas inlet and a cavity, the gas inlet and the gas outlet being respectively in fluid communication with the cavity, the gas inlet being configured to receive gas from a gas inlet of the propeller assembly, and the gas outlet being disposed in a trailing edge of the propeller blade for exhausting gas entering the cavity of the propeller blade.
According to a preferred embodiment of the invention, the propeller assembly further comprises a centrifugal compressor arranged between the gas inlet and the gas inlet of the propeller blades for boosting the gas from the gas inlet and introducing it into the gas inlet of the propeller blades.
According to a preferred embodiment of the invention, the centrifugal compressor comprises a compressor shaft and a plurality of compressor blades arranged at the outer circumference of the compressor shaft, the plurality of compressor blades being configured to compress and guide gas from the gas inlet to the gas inlet of the propeller blades;
the centrifugal compressor is arranged in the center of the propeller cap and downstream of the gas inlet, and the axis of a compressor shaft of the centrifugal compressor is coaxial with the central symmetry axis of the propeller blades.
According to a preferred embodiment of the invention, the propeller assembly further comprises an air reservoir for temporarily storing air compressed by the centrifugal compressor.
According to a preferred embodiment of the invention, said air reservoir is provided within the outer casing of the paddle cap.
According to a preferred embodiment of the invention, the propeller assembly further comprises a mount supporting the paddle mount and the compressor shaft, and the paddle mount and the compressor shaft are rotatable relative to the mount, respectively.
According to a preferred embodiment of the invention, the propeller assembly further comprises a planetary gear, the outer gear of which is fixedly connected to the propeller base and the inner gear of which can be changed between a state of engagement with the compressor shaft and a state of disengagement from the compressor shaft.
According to a preferred embodiment of the invention, the propeller assembly comprises a clutch for engaging or disengaging the inner gear of the planetary gear with or from the compressor shaft.
According to a preferred embodiment of the invention, the paddle seat and the support are combined together through a combination part, and the combination part comprises a buckling structure and a bearing.
According to a preferred embodiment of the invention, the propeller assembly further comprises an electric motor, the motor shaft of which can be changed between a condition of engagement with the compressor shaft and a condition of disengagement from the compressor shaft.
According to a preferred embodiment of the present invention, the propeller assembly further comprises an electric-power-generation all-in-one machine, and a shaft of the electric-power-generation all-in-one machine is fixedly connected with the compressor shaft.
According to a preferred embodiment of the invention, the propeller blades comprise flaps on the trailing edge, alongside the air outlet.
According to a preferred embodiment of the invention, the propeller assembly further comprises an oil jet configured to be able to spray oil into the cavity of the propeller blade, and a spark plug configured to ignite the oil and compressed gas within the propeller blade.
According to a preferred embodiment of the invention, the propeller assembly further comprises an oil tank, an oil pipe and an oil pump, the oil tank is arranged on the side of the support base facing away from the centrifugal compressor, the oil pipe extends from the oil tank and penetrates through the support base to be connected with the oil nozzle, the oil pump is arranged between the oil tank and the oil nozzle, and the spark plug is arranged on the edge of the cavity of the air storage chamber facing the propeller blades.
According to the propeller assembly, the propeller blades are hollow, the rear edges of the propeller blades are provided with the air outlets, air is compressed and then sprayed out from the rear edges, the propeller blades can be driven by themselves, and lifting force (or pulling force) is obviously increased compared with that of a conventional propeller due to the adoption of rear edge air spraying. Moreover, the propeller assembly forms a self-contained system, facilitating the overall arrangement of the aircraft design. In addition, the propeller assembly is low in cost, simple in structure, easy to produce, high in practicability, suitable for military use and civil use.
Drawings
FIG. 1 is a schematic structural view of a propeller assembly according to one embodiment of the present invention;
FIG. 2 is a cross-sectional view taken along section A-A of FIG. 1;
fig. 3 is an enlarged view of a portion C of fig. 1;
FIG. 4 is an external structural view of a propeller assembly according to an embodiment of the present invention;
FIG. 5 is a cross-sectional view of a propeller blade of a propeller assembly according to an embodiment of the present invention;
FIG. 6 is a schematic structural view of a propeller assembly according to another embodiment of the present invention;
FIG. 7 is a graph of the operating speed profile of a centrifugal compressor;
FIG. 8 is a graph of the operating speed profile of a centrifugal compressor;
FIG. 9 illustrates the propeller blade trailing edge supersonic flow and the bulge wave; and
FIG. 10 illustrates the airflow momentum of the propeller blade airfoil as it is ejected from the cavity toward the trailing edge.
Detailed Description
Exemplary embodiments of the present invention will hereinafter be described in detail with reference to the accompanying drawings, wherein like or similar reference numerals denote like or similar elements. Furthermore, in the following detailed description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the disclosure. It may be evident, however, that one or more embodiments may be practiced without these specific details. In other instances, well-known structures and devices are shown in schematic form in order to simplify the drawing.
The invention is based on the idea of understanding the effect of the forced vortex on the centrifugal compressor, and integrates the compressor to obtain the airflow flow and the supercharging property, the working characteristics of the gas turbine engine and the boundary layer control knowledge.
According to the present general inventive concept, there is provided a propeller assembly including: a paddle seat; the propeller blades are arranged on the propeller base in a centrosymmetric manner; and a paddle cap disposed directly or indirectly on the paddle mount, each of the propeller blades being configured with a gas inlet, a cavity, and a gas outlet, the gas inlet and gas outlet each being in fluid communication with the cavity, the gas inlet being configured to receive gas from the gas inlet of the propeller assembly, the gas outlet being disposed in a trailing edge of the propeller blade for exhausting gas entering the cavity of the propeller blade.
The air is first compressed by the centrifugal compressor before entering the propeller blades, and the compressor with large flow rate and large compression ratio is selected, so that the air exhausted by the compressor enters the cavities of the propeller blades smoothly with minimum loss, the compressed flow realizes the second compression in the cavities of the propeller blades, and fuel oil is injected into the compressed air, is uniformly mixed and combusted to generate high pressure, and is then ejected from the throat at the rear edge of the propeller blades to drive the propeller blades to rotate.
First, a basic structure of a propeller assembly according to an embodiment of the present invention will be described with reference to fig. 1 to 4, fig. 1 is a schematic structural view of the propeller assembly, in which most structural components are shown in a sectional view to show an internal structure of the propeller assembly, fig. 2 is a sectional view taken along a-a section in fig. 1, fig. 3 is an enlarged view of a portion C in fig. 1, and fig. 4 is an external structural view of the propeller assembly. As shown, the propeller assembly mainly includes a mount 11, a paddle mount 12, propeller blades 14, a paddle cap 16, a centrifugal compressor 18, a driving portion, and a fuel combustion operating portion, which will be described separately later. The propeller blades 14 are a plurality of propeller blades 14, which are arranged on the propeller base 12 in a centrosymmetric manner, the propeller cap 16 can be directly arranged on the propeller base 12 or indirectly arranged on the propeller base 12, the shell of the propeller cap 16 is in a parabolic shape, and the propeller blades 14 are also fixedly connected with the propeller cap 16.
Each propeller blade 14 is configured with a gas inlet, a cavity 35 and a gas outlet 15, the gas inlet and gas outlet 15 being respectively in fluid communication with the cavity 35, the gas inlet being configured to receive gas from the gas inlet 20 of the propeller assembly, the gas outlet 15 being provided in the trailing edge of the propeller blade 14 for exhausting gas entering the cavity 35 of the propeller blade 14. Specifically, each propeller blade is in a hollow shell form and fixedly connected to a propeller cap, a gap with a certain length is formed in the wing-shaped rear edge of each propeller blade, the gap is a long and narrow throat and serves as an air outlet, and the inner cavity of the wing-shaped rear edge is contracted to a throat opening (air outlet) and is communicated with the outside in a Laval pipe diffusion mode. The upper end of the paddle cap is open and communicated with the atmosphere to form a gas inlet.
Here, it should be noted that: the airfoil section chord length of the prior general propeller blade from the wing root to the wing tip is shorter and shorter, the section thickness is smaller and smaller, the aim is to reduce the resistance, improve the critical M and reduce the power consumption, if the blade is made into a hollow shell, the cavity does not have enough space for storing gas, and the boundary layer is blocked to prevent high-speed flow. Therefore, the blade airfoil adopted by the invention is a low-speed airfoil with large thickness, such as NACA23021 and the like, the inner cavity size of the blade airfoil is large, the resistance coefficient is not large, the critical M can reach 0.6-0.7, and reference can be made to fig. 5.
The centrifugal compressor 18 is disposed between the gas inlet 20 and the gas inlet of the propeller blades 14, and is used for boosting the gas from the gas inlet 20 and guiding the boosted gas into the gas inlet of the propeller blades 14. The centrifugal compressor 18 comprises a compressor shaft 25 and a plurality of compression blades 19 disposed at an outer periphery of the compressor shaft 25, the plurality of compression blades 19 being configured to compress and guide gas from the gas inlet 20 to the gas inlets of the propeller blades 14; the centrifugal compressor 18 is arranged centrally in the paddle cap 16 downstream of the gas inlet 20, and the axis of the compressor shaft 25 of the centrifugal compressor 18 is coaxial with the central symmetry axis of the plurality of propeller blades 14.
The mount 11 supports the paddle 12 and the compressor shaft 25, and the paddle 12 and the compressor shaft 25 are rotatable with respect to the mount 11, respectively. As regards the support of the centrifugal compressor and the paddle mount, in principle, the centrifugal compressor and the paddle mount (and the propeller blades and the paddle caps fixedly connected thereto) should rotate independently of each other, and therefore, the first support solution is that the compressor shaft 25 of the centrifugal compressor 18 is connected with the inner annular surface of the mount 11 through bearings, i.e. the mount 11 is sleeved outside the compressor shaft 25, while the paddle mount 12 is connected with the outer circumferential surface of the mount 11 through bearings, i.e. the paddle mount 12 appears to be sleeved outside the mount 11, so that the centrifugal compressor and the paddle mount can rotate independently of each other, which support solution is not shown in the drawings.
The second support scheme is (as shown in fig. 1): planetary gears are provided, which comprise an inner gear 24, an outer gear 22 and a plurality of planet gears 23 between the inner and outer gears, the outer gear 22 of which is fixedly connected to the paddle mount 12, the inner gear 24 of which can be changed between a state of being coupled to the compressor shaft 25 and a state of being decoupled from the compressor shaft 25, i.e. at some moments the inner gear 24 is coupled to the compressor shaft 25, and at other moments the two can be decoupled under control (to be described later). The propeller assembly comprises a clutch 27 for engaging the planet gear annulus 24 with the compressor shaft 25 or disengaging the planet gear annulus 24 from the compressor shaft 25. In addition to the above connection, the compressor shaft 25 is supported on the inner circumferential surface of the mount 11 by a bearing, or alternatively, is supported on the inner circumferential surface of the mount 11 by a later-described motor-generator unit 28 (i.e., the compressor shaft 25 is connected to the shaft 26 of the motor-generator unit 28).
The outer gear 22 of the planetary gear may be provided integrally with the paddle base 12 or may be a separate independent component, and then the two are fixedly connected. Through the arrangement, when the internal gear 24 is separated from the compressor shaft 25, the shaft 26 of the electric power generation all-in-one machine 28 is connected with the compressor shaft 25, so that the electric power generation all-in-one machine 28 functioning as a motor can drive the centrifugal compressor 18 to rotate and work, and because the internal gear 24 is separated from the compressor shaft 25, the internal gear 24 does not rotate, so that the working of the centrifugal compressor 18 does not influence the paddle seat (and the propeller blades and the paddle caps fixedly connected with the paddle seat) at the moment, namely the propeller seat and the propeller caps are not driven to rotate; when the internal gear 24 is coupled to the compressor shaft 25, the rotation of the centrifugal compressor 18 becomes linked to the rotation of the paddle mount 12 (due to the action of the planetary gear), and the transmission path is such that the rotation of the propeller blades 14 rotates the paddle mount 12, and the rotation of the paddle mount 12 rotates the centrifugal compressor 18 through the planetary gear, that is, the operation of the centrifugal compressor 18 is driven by the rotation of the propeller blades 14, and the centrifugal compressor 18 does not need to be operated by the motor, and in turn, the integrated electric/electric generator 28 is used as an electric generator, and the electric generator is driven by the rotation of the centrifugal compressor to generate electricity.
The paddle holder 12 of the present invention is coupled to the support 11 by a coupling 13, the coupling 13 including a snap-fit structure and a bearing 33, by which the paddle holder 12 is rotatable relative to the support 11 (i.e., the chassis). One end of the centrifugal compressor, which is far away from the paddle cap, is supported on the support by the compressor shaft, and the compressor shaft and an internal gear of the planetary gear are connected or disconnected with the internal gear through a spline and controlled by a clutch. A plurality of planet gears are arranged between an inner gear on the compressor shaft and an outer gear on the paddle seat and are fixed on the support through shafts.
The drive portion of the propeller assembly comprises an electric motor or an electric-motor-generator-alternator, it being noted that it is preferred to use an electric-motor-alternator which can be used in conjunction with the planetary gear, i.e. with the aforementioned second support solution, which can provide the driving force during the start-up phase of the propeller blades and generate electricity during normal operation after the propeller blades have been started. However, the use of the motor is also a solution, which is similar to the use of the motor-generator all-in-one machine, and only the function of generating electricity to the outside is abandoned when the motor is used. In addition, the use of an electric motor can also be used in combination with the first support solution described above, for which the rotation of the centrifugal compressor and the rotation of the propeller blades are always decoupled, so that the electric motor can always be used to drive the centrifugal compressor, while the propeller blades are self-driven, the rotational movements of which are decoupled. And in the case of the first supporting solution, it is relatively easy to realize the oil supply to the cavity of the propeller blade.
If the second support scheme is employed (with planetary gears), then if an electric motor is employed, it is desirable that the motor shaft of the electric motor be capable of changing between a condition of engagement with the compressor shaft 25 and a condition of disengagement from the compressor shaft 25. In this way, the electric motor can be disengaged from the compressor shaft 25 in the case of a centrifugal compressor driven by the propeller blades in reverse. If the second support solution is used, and the dynamoelectric machine 28 is used, the shaft 26 of the dynamoelectric machine 28 can be permanently connected to the compressor shaft 25, or it can be disconnected.
The structure of the fuel combustion working part is as follows: the propeller assembly further includes an oil jet 32, the oil jet 32 configured to be capable of spraying oil into a cavity 35 of the propeller blades 14, and a spark plug 34, the spark plug 34 configured to ignite the oil and compressed gas within the propeller blades 14. The propeller assembly further comprises an oil tank 31, an oil pipe 29 and an oil pump 30, wherein the oil tank 31 is arranged on one side of the support 11, which is far away from the centrifugal compressor 18, the oil pipe 29 extends from the oil tank 31 and penetrates through the support 11 to be connected with an oil nozzle 32, the oil pump 30 is arranged between the oil tank 31 and the oil nozzle 32, and the spark plug 34 is arranged on the edge of the cavity 35, facing the propeller blades 14, of the air storage chamber 21.
It should be noted that the embodiment of fig. 1 uses a second supporting solution, namely, a planetary gear, and as shown in the figure, an oil tank 31 is arranged at the periphery of the integrated electric generator 28, an oil pipe 29 extends into the oil tank 31, the oil pipe 29 needs to pass through the support 11 and the center of the planetary wheel 23 of the planetary gear, but since the planetary wheel 23 rotates during the operation, some special design is needed for supplying oil from the stationary component to the rotating component, the oil pipe 29 is divided into two sub-oil pipes in design, one sub-oil pipe is arranged in the stationary support 11, one sub-oil pipe is arranged in the shaft of the rotating planetary wheel 23, an annular oil storage cavity is arranged on the upper surface of the support 11 where the two sub-oil pipes are connected, the annular oil storage cavity performs dynamic sealing, the lower surface of the planetary gear, especially the lower surfaces of the plurality of planetary wheels are provided with annular sealing covers, the annular reservoir is covered so that the oil supply path of the oil pipe 29 is: the lower sub oil pipe-annular oil storage cavity-upper sub oil pipe-oil nozzle.
Such an oil supply scheme is relatively complex, but can be implemented with a well-established dynamic seal. In addition, instead of the oil supply pipe, an annular chamber may be provided on the lower surface of the outer gear (or paddle holder) of the planetary gear, and an annular chamber may be provided on the upper surface of the corresponding carrier, while an oil outlet hole or pipe may be provided on the upper surface of the outer gear (or paddle holder), the oil outlet hole or pipe being connected to the oil jet nozzle, and the oil is dynamically sealed between the upper and lower chambers, so that the fuel from the oil tank can be supplied to the oil jet nozzle.
The above is based on the oil supply scheme when the second support scheme is adopted, and if the first support scheme is adopted, the oil supply is simple, and the oil pipe can only penetrate through the static support to extend to the position near the air inlet of the propeller blade.
Supplementary explanation is as follows: the propeller assembly may also include an air reservoir 21 for temporarily storing air compressed by the centrifugal compressor 18. As an example, said air reservoir 21 is provided within the housing of the paddle cap 16. Advantageously, the propeller blades 14 comprise flaps 36 on the trailing edge, alongside the air outlet 15.
The structure and connection scheme of the propeller assembly are explained above, and the operation process thereof is explained below.
Scheme one, adopting a second supporting scheme, adopting an electric power generation all-in-one machine (the embodiment of figure 1)
An initial starting stage: 1. the electric power generation integrated machine is connected with the centrifugal compressor; 2. the centrifugal compressor shaft is disconnected with the internal gear.
The electric power generation all-in-one machine works as a motor, torque output by the motor drives a centrifugal compressor to rotate, compression blades drive air among blades to rotate, so that the air among the blades obtains mechanical energy, namely the air is thrown outwards in a radial direction at an absolute speed C after the combination of a pull-in speed u and a relative speed w under the action of centrifugal force, the speed distribution is shown in figures 7-8, and Cu2, Cr2 and Cz2 are respectively a circumferential component, a radial component and an axial component of the combined speed C. Cm2 is the axial face velocity of the outlet. After the fluid is thrown out, vacuum low pressure appears between the blades, namely the suction force is equal to the centrifugal force of the fluid and the direction is opposite. In the fluid, when a certain point is subjected to suction in a certain direction, the same point is subjected to the same suction in other directions, namely the suction is equal in magnitude and independent of the direction. The air above the centrifugal compressor is subjected to atmospheric pressure, the air above the centrifugal compressor has pressure gradient with vacuum suction force between blades of the centrifugal compressor, the centrifugal compressor can suck the air in the upper space, the suction force is equal to the centrifugal force, and the suction speed is equal to the connection speed u of the centrifugal compressor, wherein the connection speed u is omega r.
Bernoulli equation
Dynamic pressure to be pumped
(centrifugal force) and hence the suction speed v ═ ω r, the flow rate sucked in
Centrifugal force formula dp ═ ρ ω2rdr, when angular velocity ω is constant, centrifugal force is
After the sucked air is compressed, the pressure is increased, and the diffusion flow speed in the cavity of the propeller blade is reduced due to the fact that the pressure is greater than the atmospheric pressure, so that the propeller is started to rotate.
The propeller starts the rotatory stage:
the compressed air passing through the centrifugal compressor is subjected to centrifugal force in the rotating process, meanwhile, vortex kinetic energy formed by radial synthetic speed C leaves the centrifugal compressor and enters an open space, the kinetic energy is converted into potential energy to be diffused, the action of the centrifugal force is enhanced, the air in an inner cavity (cavity) of a static propeller blade is at atmospheric pressure, the pressure intensity of airflow discharged by the centrifugal compressor is greater than that of the air in the inner cavity of the propeller blade, fluid of the centrifugal compressor easily enters the cavity of the airfoil of the propeller blade and compresses the original air in the cavity, the cavity is filled with the compressed air, if the pressure of the compressed air in the cavity is high enough, and the back pressure outside a gap at the rear edge is at atmospheric pressure p∞When the total pressure of air in the cavity is p0When the pressure is more than p infinity, the gas in the cavity has total pressure p0Under the action, the back pressure p ∞ can be overcome and discharged from the gap at the trailing edge of the propeller blade,
the moment of momentum acts on the propeller blades, thereby pushing them to rotate against their inertia and resistanceAnd (7) turning. Thrust acting on the trailing edge of the propeller blade is
Wherein A iseCalculating the cross-sectional area, p, for the trailing edgeeTo calculate the cross-sectional pressure, p is the calculated cross-sectional back pressure. Rho AeveI.e. the second flow through the trailing edge gap is equal to the second flow of the air extracted by the centrifugal compressor, whereby the propeller blades are activated.
Analysis of trailing edge flow referring to fig. 9, fig. 9 shows the supersonic flow and the expansion wave of the trailing edge of the propeller blades when the gap at the trailing edge of the airfoil is designed as a laval nozzle, since the curve of the trailing edge of the airfoil is contracted, and the total pressure is increased by the centrifugal and coriolis forces, the contraction accelerates as the flow flows towards the throat. If the back pressure p is not sufficient∞With total pressure p0Pressure ratio of
When the gas flow passes through the expanding section of the nozzle, the flow speed is sonic, and the gas flow is accelerated to supersonic flow, and the gas flow is expanded in the supersonic zone in an isentropic manner, so that the pressure is reduced, the density is reduced, the temperature is reduced, and the gas flow is gradually mixed with back pressure p∞Balance, pressure, density and temperature meet a one-dimensional equal entropy flow formula:
Thermal operating state phase of the propeller: the shaft of the centrifugal compressor is combined with the internal gear to keep the electric power generation all-in-one machine connected with the centrifugal compressor.
As mentioned above, after the centrifugal compressor presses the compressed air into the cavity of the propeller blade, the compressed air in the cavity is injected with oil, the fuel oil and the compressed air are uniformly mixed and ignited, the fuel oil burns and heats the compressed air in the cavity, the compressed air is heated and rises according to the pressure of the state equation p ═ ρ RT, the flow speed is improved, and when the total pressure p of the heated air is p0Greater than the atmospheric pressure p outside the nozzle∞Satisfy the following requirements
The hot gas flow is ejected out through the throat nozzle at sonic speed, and further accelerated to supersonic speed. The momentum of the jet flow forming momentum moment on the propeller will overcome the moment of inertia and airfoil resistance moment to push the propeller blades to rotate around the central shaft. The propeller blade meets the flow conservation in the thermal working state, namely, the total flow Q ═ rho VF sucked by the centrifugal compressor from the upper air atmosphere is always eliminated from the nozzle at the rear edge of the propeller blade, and the forced regulation is that the centrifugal compressor sucks air from the upper air atmosphere, and the forced regulation is carried out in the propeller bladeThe pressure P, speed V and temperature T of fluid in the cavity are increased by injecting fuel into the cavity for combustion, high pressure generates high M number, and high temperature generates high sound speed because of sound speed
R is a gas constant, and a large jet velocity is obtained for the same number M because the velocity V is M a and the pressure of the jet is strong, and P is ρ RT according to the equation of state, so that the jet at the trailing edge of the blade generates a sufficiently large momentum because the momentum M is ρ V2AeTrailing edge thrust of Fe＝ρv2Ae+(pe-p∞)Ae，Ae,ρ,peAnd v is the area, density, pressure and velocity of the calculated cross section, respectively. p is a radical of∞The back pressure of the cross section is calculated, namely the atmospheric pressure is obtained. The moment formed by the rear edge thrust on the central shaft overcomes the rotational inertia and resistance (including friction resistance, type resistance and separation resistance) to push the propeller blades to rotate, and the propeller engine is formed. Besides overcoming the resistance, the propeller also has surplus thrust acting on the propeller blades to accelerate the rotation of the propeller blades.
After the thermal working state of the propeller blades is started, the shaft of the centrifugal compressor is controlled to be combined with the internal gear, and the electric power generation integrated machine is kept connected with the centrifugal compressor. After the centrifugal compressor shaft is combined with the internal gear, the rotation of the propeller blades drives the centrifugal compressor to work through a transmission path of the propeller seat, the external gear, the planet gear, the internal gear and the centrifugal compressor shaft, at the moment, the electric power generation integrated machine is not needed to work as a motor, and the electric power generation integrated machine works as a generator to output electric power outwards.
That is, the propeller blades in turn drive the centrifugal compressor through the planetary gears, as a result of which: 1. Providing a greater flow and higher pressure of air to the propeller blades; 2. the original motor is converted into a generator to charge a storage battery in turn; 3. causing greater drag on the propeller blades.
The lift source of the whole structure is as follows:
1. the lift force of the centrifugal compressor. The centrifugal compressor blades rotate to generate low-pressure object surface to generate downward suction force, the suction force acts on the upper atmosphere, the atmosphere is sucked into the centrifugal compressor, and the reaction force of the atmosphere is the lifting force of the propeller blade machine.
2. The propeller is normally pulled. Tension force
k is the number of blades, Cy is the lift coefficient of the propeller blade, ρ is the density of the oncoming airflow, ω is the rotational angular velocity of the propeller blade, r is the span length of the propeller blade, and b is the chord length of the propeller blade.
3. And the jet flow at the rear edge is used for ejecting to implement the increase of boundary layer control. The high-pressure gas in the wing-shaped inner cavity shrinks and accelerates to the throat, and the pressure ratio meets the requirement
When the flow velocity of the throat is sonic speed, the air flow moving out of the throat is accelerated by an expansion wave, according to the aforementioned one-dimensional equal entropy flow formula, the pressure energy, the internal energy and the potential energy of the air flow are all converted into velocity energy to form supersonic air flow, the supersonic air flow is subsequently subjected to continuous expansion and compression and is balanced with the atmosphere at the rear edge, a supersonic expansion area which is long enough at the rear edge of the wing profile is quite lengthened, the lower surface of the expansion area prevents the air flow at the lower surface of the wing profile from being separated and reversed, the flow velocity is reduced, and the lower surface pressure is improved. In the process, as the pressure of the supersonic flow trailing edge is extremely low, the pressure gradient ddpx on the upper surface of the airfoil is a negative value, the upper surface airflow is accelerated to flow, the attack angle is larger, the separation is avoided, and the additional lift force is larger than that of the common airfoil.
4. The airfoil profile is acted upon by the propeller blades by the momentum of the air flow ejected from the cavity toward the trailing edge.
The momentum of the air flow ejected from the cavity towards the trailing edge has a reaction force on the propeller blades with a resultant force R, a horizontal component T and a vertical component Y, see fig. 10.
The resultant force R is QV, the vertical component Y is QVsinA, and the horizontal component T is QVcosA;
q: the centrifugal compressor sucks the total flow of the airflow injected into the airfoil cavity of the propeller blade by atmosphere.
According to the flow conservation, the atmosphere is sucked by the centrifugal compressor, then is injected into the inner cavity of the propeller blade to be compressed and then is discharged, the flow continuity is observed without accumulation or cutoff;
v: the air flow speed of the jet of the wing profile trailing edge nozzle to the trailing edge;
a: the angle between the resultant force R and the horizontal component T;
the vertical component Y provides additional lift to the airfoil. The horizontal component T constitutes the moment of momentum M of the centre of rotation of the propeller blades. The moment of momentum M is the power that causes the propeller blades to operate continuously, i.e. the power that causes the propeller to operate efficiently, and the generation of the horizontal component of the moment of momentum is the main cause that can maintain the operation of the propeller, without the need for additional drive.
The propeller blade adopts the low-speed wing type, the lift resistance is large, the low-speed wing type has a large inner cavity, more air can be stored, and the continuity of flow is easy to guarantee. Because the low-speed wing profile is suitable for low-speed work, stall is easy to separate at a large attack angle and a high speed, but the trailing edge jet injection can delay separation and still can keep a high-lift state.
Scheme two, adopting the second supporting scheme and adopting the motor
The operation of the embodiment of fig. 1 and the connection relationship during operation are described in detail above, and the operation of some other schemes is described below.
An initial starting stage: the motor is connected with the centrifugal compressor, and the shaft of the centrifugal compressor is disconnected with the internal gear.
This stage is the same as the initial start stage of the first prior art, and the electric motor drives the centrifugal compressor to compress air until the propeller is started to rotate.
Thermal operating state phase of the propeller: the shaft of the centrifugal compressor is combined with the internal gear, and the connection between the motor and the centrifugal compressor is disconnected.
After the thermal working state of the propeller blades is started, the shaft of the centrifugal compressor is controlled to be combined with the internal gear, and the connection between the motor and the centrifugal compressor is disconnected. After the shaft of the centrifugal compressor is combined with the internal gear, the rotation of the propeller blades drives the centrifugal compressor to work through a transmission path of the propeller base, the external gear, the planet gear, the internal gear and the shaft of the centrifugal compressor, and at the moment, the motor does not need to work, so that the connection between the motor and the centrifugal compressor is disconnected.
Scheme III, adopting the first supporting scheme and adopting the motor
That is, the compressor shaft 25 of the centrifugal compressor 18 is connected with the inner annular surface of the support 11 through a bearing, that is, the support 11 is sleeved outside the compressor shaft 25, and the paddle 12 is connected with the outer circumferential surface of the support 11 through a bearing, that is, the paddle 12 appears to be sleeved outside the support 11, so that the centrifugal compressor and the paddle can rotate independently from each other. This support solution does not use planetary gears, advantageously facilitating the fuel supply into the propeller blades.
In the third scheme, the connection between the motor and the centrifugal compressor is always kept in the initial starting stage and the thermal working state stage of the propeller, the centrifugal compressor is driven by the motor, the centrifugal compressor and the propeller blades rotate relatively independently, and the advantage that fuel oil can be easily supplied into the propeller blades is achieved.
According to the propeller assembly, the propeller blades are hollow, the rear edges of the propeller blades are provided with the air outlets, air is compressed and then sprayed out from the rear edges, the propeller blades can be driven by themselves, and lifting force (or pulling force) is obviously increased compared with that of a conventional propeller due to the adoption of rear edge air spraying. Moreover, the propeller assembly forms a self-contained system, facilitating the overall arrangement of the aircraft design. In addition, the propeller assembly is low in cost, simple in structure, easy to produce, high in practicability, suitable for military use and civil use.
Although embodiments of the present invention have been shown and described, it would be appreciated by those skilled in the art that changes may be made in these embodiments without departing from the principles and spirit of the invention. The scope of applicability of the present invention is defined by the appended claims and their equivalents.
List of reference numerals:
11 support
12 oar seat
13 joint part
14 propeller blade
15 air outlet
16 oar cap
17 support part
18 centrifugal compressor
19 compression blade
20 gas inlet
21 air storage chamber
22 external gear
23 planet wheel
24 internal gear
25 compressor shaft
26 shaft
27 Clutch
28 electric power generation all-in-one machine
29 oil pipe
30 oil pump
31 oil tank
32 oil injection nozzle
33 bearing
34 spark plug
35 cavity
36 flap.
Claims (10)
1. A propeller assembly comprising:
a paddle mount (12);
a plurality of propeller blades (14) arranged on the propeller base (12) in a centrosymmetric manner; and
a paddle cap (16), the paddle cap (16) being disposed directly or indirectly on the paddle mount (12),
the method is characterized in that:
each propeller blade (14) is configured to have a gas inlet, a cavity (35) and a gas outlet (15), the gas inlet and gas outlet (15) being respectively in fluid communication with the cavity (35), the gas inlet being configured to receive gas from a gas inlet (20) of the propeller assembly, the gas outlet (15) being provided in a trailing edge of the propeller blade (14) for exhausting gas entering the cavity (35) of the propeller blade (14).
2. The propeller assembly of claim 1, wherein:
the propeller assembly further comprises a centrifugal compressor (18), wherein the centrifugal compressor (18) is arranged between the gas inlet (20) and the gas inlet of the propeller blades (14) and is used for boosting the gas from the gas inlet (20) and guiding the boosted gas into the gas inlet of the propeller blades (14).
3. The propeller assembly of claim 2, wherein:
the centrifugal compressor (18) comprising a compressor shaft (25) and a plurality of compression blades (19) arranged at the outer circumference of the compressor shaft (25), the plurality of compression blades (19) being configured to compress and guide gas from a gas inlet (20) to the gas inlet of the propeller blades (14);
the centrifugal compressor (18) is arranged in the center of the propeller cap (16) downstream of the gas inlet (20), and the axis of the compressor shaft (25) of the centrifugal compressor (18) is coaxial with the central symmetry axis of the plurality of propeller blades (14).
4. The propeller assembly of claim 3, wherein:
the propeller assembly further comprises an air reservoir (21) for temporarily storing air compressed by the centrifugal compressor (18).
5. The propeller assembly of claim 4, wherein:
the propeller assembly further comprises a mount (11), the mount (11) supporting the paddle mount (12) and the compressor shaft (25), and the paddle mount (12) and the compressor shaft (25) being rotatable relative to the mount (11), respectively.
6. The propeller assembly of claim 5, wherein:
the propeller assembly further comprises a planetary gear, the outer gear (22) of which is fixedly connected with the propeller base (12), and the inner gear (24) of which can be changed between a state of being coupled with the compressor shaft (25) and a state of being decoupled from the compressor shaft (25).
7. The propeller assembly of claim 6, wherein:
the propeller assembly further comprises an electric motor having a motor shaft that is changeable between a state of being coupled to the compressor shaft (25) and a state of being decoupled from the compressor shaft (25).
8. The propeller assembly of claim 6, wherein:
the propeller assembly further comprises an electric power generation all-in-one machine (28), and a shaft (26) of the electric power generation all-in-one machine (28) is fixedly connected with the compressor shaft (25).
9. The propeller assembly of claim 5, wherein:
the propeller assembly further includes an oil jet (32) and a spark plug (34), the oil jet (32) configured to be capable of injecting oil into a cavity (35) of the propeller blades (14), the spark plug (34) configured to ignite the oil and compressed gas within the propeller blades (14).
10. The propeller assembly of claim 9, wherein:
the propeller assembly further comprises an oil tank (31), an oil pipe (29) and an oil pump (30), wherein the oil tank (31) is arranged on one side of the support (11) deviating from the centrifugal compressor (18), the oil pipe (29) extends from the oil tank (31), penetrates through the support (11) and is connected with the oil nozzle (32), the oil pump (30) is arranged between the oil tank (31) and the oil nozzle (32), and the spark plug (34) is arranged on the edge of the air storage chamber (21) facing to the cavity (35) of the propeller blade (14).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111452701.5A CN114180029A (en) | 2021-12-01 | 2021-12-01 | Propeller assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111452701.5A CN114180029A (en) | 2021-12-01 | 2021-12-01 | Propeller assembly |
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| Publication Number | Publication Date |
|---|---|
| CN114180029A true CN114180029A (en) | 2022-03-15 |
Family
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111452701.5A Pending CN114180029A (en) | 2021-12-01 | 2021-12-01 | Propeller assembly |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB627117A (en) * | 1947-04-22 | 1949-07-28 | Friedrich List Doblhoff | Improvements in or relating to jet-propelled rotary wing aircraft |
| GB895051A (en) * | 1958-06-06 | 1962-04-26 | Austin Cartwright Mercer | Improvements relating to helicopters and their propulsion means |
| DE2429414A1 (en) * | 1974-06-19 | 1976-01-08 | Heinrich Dr Med Ollendiek | Ram jet engine propeller drive - fixed on each propeller blade with curved air channel between air intake and combustion chamber for increased compression |
| RU2102280C1 (en) * | 1996-04-02 | 1998-01-20 | Венидикт Павлович Сафронов | Motor-propeller |
| WO2011096850A1 (en) * | 2010-02-08 | 2011-08-11 | Bormotov Andrey Gennadievich | Blade and propulsion unit for tip-jet helicopter |
| WO2021023847A1 (en) * | 2019-08-06 | 2021-02-11 | Genesis Aerotech Limited | A reaction jet helicopter |
| RU2748769C1 (en) * | 2020-11-09 | 2021-05-31 | Олег Леонидович Федоров | Device for jet drive of the main rotor |
-
2021
- 2021-12-01 CN CN202111452701.5A patent/CN114180029A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB627117A (en) * | 1947-04-22 | 1949-07-28 | Friedrich List Doblhoff | Improvements in or relating to jet-propelled rotary wing aircraft |
| GB895051A (en) * | 1958-06-06 | 1962-04-26 | Austin Cartwright Mercer | Improvements relating to helicopters and their propulsion means |
| DE2429414A1 (en) * | 1974-06-19 | 1976-01-08 | Heinrich Dr Med Ollendiek | Ram jet engine propeller drive - fixed on each propeller blade with curved air channel between air intake and combustion chamber for increased compression |
| RU2102280C1 (en) * | 1996-04-02 | 1998-01-20 | Венидикт Павлович Сафронов | Motor-propeller |
| WO2011096850A1 (en) * | 2010-02-08 | 2011-08-11 | Bormotov Andrey Gennadievich | Blade and propulsion unit for tip-jet helicopter |
| WO2021023847A1 (en) * | 2019-08-06 | 2021-02-11 | Genesis Aerotech Limited | A reaction jet helicopter |
| RU2748769C1 (en) * | 2020-11-09 | 2021-05-31 | Олег Леонидович Федоров | Device for jet drive of the main rotor |
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Application publication date: 20220315 |