CN210195879U

CN210195879U - Aircraft engine system and aircraft

Info

Publication number: CN210195879U
Application number: CN201920986751.3U
Authority: CN
Inventors: Qing Li; 李清; Yinqiang Zhou; 周尹强; Dengfeng Zhang; 张登峰
Original assignee: Fonair Aviation Co Ltd
Current assignee: Chongqing Fengniao UAV Technology Co., Ltd
Priority date: 2019-06-12
Filing date: 2019-06-27
Publication date: 2020-03-27
Anticipated expiration: 2029-06-27

Abstract

The utility model provides an aeroengine system and aircraft. The aircraft engine system comprises an engine and a turbocharger communicated with the engine, wherein the turbocharger comprises a turbine, a primary compressor and a secondary compressor; the exhaust gas discharged by the engine enters the turbocharger to drive the turbine to rotate; the primary air compressor and the secondary air compressor are connected with the turbine and driven by the turbine to operate; the primary air compressor is used for carrying out primary pressurization on outside air, one path of air after the primary pressurization enters the engine, and the other path of air after the secondary pressurization of the secondary air compressor enters the engine. The technical scheme of the utility model the power and the fuel economy of multiplicable engine to adapt to high-altitude area more.

Description

Aircraft engine system and aircraft

Technical Field

The utility model belongs to the technical field of aviation flight power, especially, relate to an aeroengine system and aircraft.

Background

For aviation aircrafts in low-altitude and low-speed fields, aviation piston engines are mostly adopted at present, and a single-stage turbocharger is adopted for supercharging. However, when the aircraft is used in a region with higher altitude, the engine power of the aircraft is attenuated more due to the higher altitude, the rarefied air and the lower atmospheric pressure, so that the use of the aircraft is greatly limited.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome above-mentioned prior art not enough, provide an aeroengine system, it aims at solving current aircraft when the flight of high altitude area, the lower problem of power of engine.

The utility model provides an aircraft engine system, which comprises an engine and a turbocharger communicated with the engine, wherein the turbocharger comprises a turbine, a primary compressor and a secondary compressor; the exhaust gas discharged by the engine enters the turbocharger to drive the turbine to rotate; the primary air compressor and the secondary air compressor are connected with the turbine and driven by the turbine to operate; the primary air compressor is used for carrying out primary pressurization on outside air, one path of air after the primary pressurization enters the engine, and the other path of air after the secondary pressurization of the secondary air compressor enters the engine.

Optionally, the aircraft engine system further comprises a first conduit, a second conduit, a third conduit, and a bypass pipe; the turbine is communicated with the engine through a third pipeline;

the primary air compressor is provided with a primary air inlet and a primary air outlet, the primary air inlet is communicated with the external environment, and the primary air outlet is communicated with the engine through the first pipeline;

the secondary compressor is provided with a secondary air inlet and a secondary air outlet, one end of the bypass pipe is communicated with the first pipeline, the other end of the bypass pipe is communicated with the secondary air inlet, and the secondary air outlet is communicated with the engine through the second pipeline.

Optionally, the turbocharger further comprises a gear transmission device, and the turbine drives the secondary compressor through the gear transmission device.

Optionally, the aircraft engine system further includes a bypass valve disposed on the first pipeline, and a controller connected to the bypass valve for controlling an opening of the bypass valve.

Optionally, the turbocharger further comprises a tertiary compressor, the tertiary compressor is provided with a tertiary air inlet and a tertiary air outlet, the tertiary air inlet is communicated with the secondary air outlet, and the tertiary air outlet is communicated with the second pipeline.

Optionally, the aircraft engine system further comprises an electrical generator in driving connection with the turbine.

Optionally, the turbocharger further comprises a reduction gear device, and the turbine drives the generator to generate electricity through the reduction gear device.

Optionally, the aircraft engine system further comprises an intercooler and an intake pressure sensor, the first duct and the second duct merge at an end adjacent to the engine to form an intake pipe, the intercooler and the intake pressure sensor are both disposed on the intake pipe, and the intake pressure sensor is configured to monitor an intake pressure entering the intercooler.

Optionally, the aircraft engine system further includes an air filter, and the air filter is disposed at the primary air inlet of the primary compressor.

The utility model also provides an aircraft, this aircraft include as aforesaid aeroengine system, this aeroengine system includes the engine and with the turbo charger of engine intercommunication, turbo charger includes turbine, primary compressor and second grade compressor; the exhaust gas discharged by the engine enters the turbocharger to drive the turbine to rotate; the primary air compressor and the secondary air compressor are connected with the turbine and driven by the turbine to operate; the primary air compressor is used for carrying out primary pressurization on outside air, one path of air after the primary pressurization enters the engine, and the other path of air after the secondary pressurization of the secondary air compressor enters the engine.

Based on the structure design, the technical scheme of the utility model can utilize the energy of the exhaust gas of the engine as the power input of the turbocharger, thereby realizing at least bipolar supercharging of the engine, not only reducing the emission of the exhaust gas and increasing the utilization rate of the energy of the exhaust gas, but also improving the use limit of the engine, and ensuring that the power of the engine can keep the power not to be reduced in a higher range; meanwhile, one path of air after primary pressurization enters the engine, and the other path of air after secondary pressurization enters the engine through the secondary compressor, so that the aero-engine system can realize control of air quantity entering the secondary compressor through the branch arrangement of the air after primary pressurization, thereby realizing control of air inlet pressure required by the engine under different altitudes, further improving adaptability of the engine under plateau and high-altitude environments, increasing power of the engine and improving fuel economy of the engine.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic view of a partial cross-sectional structure of an aircraft engine according to an embodiment of the present invention;

FIG. 2 is an enlarged schematic view at A in FIG. 1;

fig. 3 is a schematic view of a partial cross-sectional structure of an aircraft engine according to another embodiment of the present invention;

FIG. 4 is an enlarged schematic view at B of FIG. 1;

FIG. 5 is a schematic illustration in partial cross-sectional view of an aircraft engine according to yet another embodiment of the present invention;

FIG. 6 is an enlarged schematic view at C of FIG. 1;

the reference numbers illustrate:

reference numerals	Name (R)	Reference numerals	Name (R)
				100	Engine	200	Turbocharger
300	Propeller	210	Turbine wheel
				220	Primary compressor	230	Secondary compressor
410	First pipeline	420	Second pipeline
				430	Third pipeline	440	Bypass pipe
240	Gear transmission device	500	Bypass valve
				600	Controller	260	Three-stage compressor
700	Generator	250	Reduction gear device
				800	Intercooler	810	Air inlet pressure sensor
900	Air filter	710	Voltage regulator

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.

It should be noted that the terms of left, right, upper and lower directions in the embodiments of the present invention are only relative concepts or are referred to the normal use state of the product, and should not be considered as limiting.

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner" and "outer" indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The embodiment of the utility model provides an aeroengine.

Referring to fig. 1 and 2, in one embodiment, the aircraft engine system includes an engine 100 and a turbocharger 200 in communication with the engine 100. The aircraft engine system comprises an engine 100 and a turbocharger 200 communicated with the engine 100, wherein the turbocharger 200 comprises a turbine 210, a primary compressor 220 and a secondary compressor 230; exhaust gas discharged from the engine 100 enters the turbocharger 200 to drive the turbine 210 to rotate; the primary compressor 220 and the secondary compressor 230 are connected with the turbine 210 and driven by the turbine 210 to operate; the primary compressor 220 is used for primary pressurization of the outside air, one path of the air after the primary pressurization enters the engine 100, and the other path of the air after the secondary pressurization by the secondary compressor 230 enters the engine 100.

It should be noted that the present aircraft engine system is mainly suitable for an aircraft in a low-altitude low-speed field, such as an unmanned aerial vehicle. The present engine 100 system mainly includes a turbocharger 200, an engine 100, and a propeller 300 connected to a rotating shaft of the engine 100. After the engine 100 is started, the rotating shaft of the engine 100 rotates to drive the propeller 300 to rotate, so as to provide power for the flight of the aircraft. Meanwhile, after high-speed exhaust gas generated in the operation process of the engine 100 enters the turbocharger 200, the turbine 210 can be driven to rotate at a high speed, so that the primary compressor 220 and the secondary compressor 230 which are in transmission connection with the turbine 210 are driven to operate, and at least bipolar supercharging of the engine 100 is realized.

Based on the structure design, the technical scheme of the utility model can utilize the energy of the exhaust gas of the engine 100 as the power input of the turbocharger 200, thereby realizing at least bipolar supercharging of the engine 100, not only reducing the exhaust gas emission and increasing the utilization rate of the exhaust gas energy, but also improving the use ascending limit of the engine 100, and ensuring that the power of the engine 100 can keep the power not to be reduced in a higher range; meanwhile, one path of the air after primary pressurization enters the engine 100, and the other path of the air after secondary pressurization enters the engine 100 through the secondary compressor 230, so that the aero-engine system can realize control of the air quantity entering the secondary compressor 230 through the branch arrangement of the air after primary pressurization, thereby realizing control of the air inlet pressure required by the engine 100 under different altitudes, further improving the adaptability of the engine 100 in plateau and high-altitude environments, increasing the power of the engine 100, and improving the fuel economy of the engine 100.

Referring to fig. 1, in the present embodiment, the aircraft engine system further includes a first pipeline 410, a second pipeline 420, a third pipeline 430, and a bypass pipe 440; turbine 210 communicates with engine 100 via a third conduit 430; the primary compressor 220 has a primary air inlet and a primary air outlet, the primary air inlet is communicated with the external environment, and the primary air outlet is communicated with the engine 100 through a first pipeline 410; the secondary compressor 230 has a secondary air inlet and a secondary air outlet, one end of the bypass pipe 440 is communicated with the first pipe, the other end is communicated with the secondary air inlet, and the secondary air outlet is communicated with the engine 100 through the second pipe 420. Specifically, exhaust gas discharged from the engine 100 enters the turbocharger 200 through the third conduit 430 to drive the turbine 210 to rotate at a high speed; after air enters the primary compressor 220 from the primary air inlet, the primary compressor 220 pressurizes the air, the air after primary pressurization is divided into two paths, one path enters the engine 100 through the first pipeline 410 to participate in combustion, the other path enters the secondary compressor 230 through the bypass pipe 440 to realize secondary pressurization, and the air after secondary pressurization enters the engine 100 through the second pipeline 420, so that waste gas utilization and secondary pressurization can be realized simultaneously.

Further, referring to fig. 2, in the present embodiment, the turbocharger 200 further includes a gear assembly 240, and the turbine 210 drives and drives the secondary compressor 230 through the gear assembly 240. Specifically, the turbocharger 200 has a housing, a first compressor 220 and a turbine 210 are disposed at opposite sides of an inner cavity of the housing, and a second compressor is preferably disposed at an upper side of the housing to facilitate integration of various pipes. Here, since the turbine 210 has a small damping, the exhaust gas discharged from the engine 100 can drive the turbine 210 to rotate in a fixed direction by the specific rotation direction design of the blades of the turbine 210, and the rotation speed of the turbine can reach tens of thousands of revolutions per minute; meanwhile, the turbine 210 may also transmit and drive the secondary compressor 230 through a gear transmission 240, specifically, a bevel gear transmission, so as to improve the intake pressure of the engine 100, increase the intake air amount of the engine 100, and further increase the effective power output of the engine 100. Of course, in other embodiments, the turbine 210 and the secondary compressor 230 may be in transmission connection by using a transmission shaft, for example, but not limited to, but a gear transmission 240 is used to facilitate variable speed transmission by using a gear design, and in addition, a transmission method of a bevel gear is preferred to further achieve that the secondary compressor 230 is arranged at the side of the turbine 210, thereby facilitating an integrated design of the turbocharger 200 with a small volume.

Referring to fig. 1, in the present embodiment, the aircraft engine system further includes a bypass valve 500 and a controller 600, the bypass valve 500 is disposed on the first pipeline, and the controller 600 is connected to the bypass valve 500 for controlling the opening degree of the bypass valve 500. Here, the controller 600 may be specifically an ECU (Electronic Control Unit), and the opening of the bypass valve 500 is automatically controlled by the ECU, so as to Control the amount of air entering the secondary compressor 230, so that the air intake pressure and the amount of air intake can be adjusted in different height ranges by the aircraft engine system, thereby improving the high adaptability and the high application range of the engine 100, and increasing the usage lift limit of the engine 100.

Referring to fig. 3 and 4, in another embodiment, the turbocharger 200 further includes a tertiary compressor 260, the tertiary compressor 260 has a tertiary air inlet and a tertiary air outlet, the tertiary air inlet is communicated with the secondary air outlet, the tertiary air outlet is communicated with a second pipeline 420, specifically, after air enters the primary compressor 220 from the primary air inlet, the primary compressor 220 pressurizes the air, the air pressurized at the primary stage is divided into two paths, one path enters the engine 100 through the first pipeline 410 for combustion, the other path enters the secondary compressor 230 through the bypass pipe 440 for secondary pressurization, the air pressurized at the secondary stage enters the tertiary compressor 260 arranged in the turbocharger 200 and opposite to the secondary compressor 230 for tertiary pressurization, and finally the air pressurized at the tertiary stage enters the engine 100 through the second pipeline 420.

Referring to fig. 5 and 6, in another embodiment, the aircraft engine system further includes a generator 700, and the generator 700 is in driving connection with the turbine 210. Specifically, the generator 700 may be disposed below the turbocharger 200 and be drivingly connected by a drive rod or a drive gear, or the like. In the prior art, because the power input of the separate generator 700 or the integrated starter is the power extracted from the crankshaft end of the aviation piston engine 100, the engine 100 will move together with the generator 700 when starting, which results in higher requirement for starting torque of the starter, reduces the effective output power of the engine 100 and increases the fuel consumption rate. In the present embodiment, generator 700 is isolated from the body of engine 100, so that the mechanically coupled start of generator 700 is reduced when engine 100 is started, and the torque requirement for starting the motor is reduced. Meanwhile, since the secondary compressor 230 and the generator 700 can both extract power from the turbine 210, the design not only can realize twice pressurization of air entering the cylinder of the engine 100, but also can realize the function of generating power by using exhaust gas, thereby achieving various purposes of increasing the effective power output of the engine 100, reducing the starting torque of the engine 100, improving the starting efficiency, reducing the exhaust emission, improving the thermal efficiency of the engine 100, reducing the fuel consumption rate of the engine 100, and the like.

Further, referring to fig. 6, in the present embodiment, the turbocharger 200 further includes a reduction gear device 250, and the turbine 210 drives the generator 700 to generate electricity through the reduction gear device 250. Here, the reduction gear device 250 serves to reduce the rotation speed of the turbine 210 to obtain a rotation speed suitable for the generator 700. In addition, a voltage regulator 710 is provided on a line connecting the generator 700 and another electric device, and the voltage regulator 710 can regulate and control the voltage, the current, or the like generated by the generator 700.

Further, referring to fig. 1, 3 and 5, in three different embodiments, the aircraft engine system further includes an intercooler 800 and an intake pressure sensor 810, the first duct 410 and the second duct 420 are combined at an end adjacent to the engine 100 to form an intake pipe, the intercooler 800 and the intake pressure sensor 810 are both disposed on the intake pipe, and the intake pressure sensor 810 is used for monitoring the pressure of the intake air entering the intercooler 800. The intake pressure sensor 810 is electrically connected with the ECU, and the intake pressure entering the intercooler 800 is monitored by the intake pressure sensor 810 and transmitted to the ECU, so that the bypass valve 500 can be controlled in real time by the ECU, and the purpose of adjusting the intake pressure is achieved. Here, the intercooler 800 may cool the pressurized air, and the air flow of the propeller 300 cools the intercooler 800.

Referring to fig. 1, 3 and 5, in three different embodiments, the aircraft engine system further includes an air filter 900, and the air filter 900 is disposed at the primary air inlet of the primary compressor 220. It will be appreciated that the air filter 900 is primarily used to filter air entering the turbocharger 200 to prevent dust, impurities, etc. from entering the aircraft engine system and affecting its normal operation.

Finally, in practical application, the aircraft engine system innovation can match the sizes and the flow rates of the turbine 210, the primary compressor 220 and the secondary compressor 230 of the turbocharger 200 according to the requirements of the power and application environment of the engine 100 system; the gear ratio of the secondary compressor 230 can also be matched according to the requirements of the exhaust capacity and the intake pressure ratio of the engine 100 system; the size and arrangement position of the turbocharger 200 and the generator 700 can be matched according to the requirements of the installation positions of the turbocharger 200 and the generator 700; the gear ratio of the turbocharger 200 to the generator 700 can be matched according to the optimal working condition of the generator 700; the power generation amount of the generator 700 may also be matched according to the power generation capacity demand of the engine 100.

The utility model also provides an aircraft, this aircraft include aeroengine, and this aeroengine's specific structure refers to above-mentioned embodiment, because this aircraft has adopted the whole technical scheme of above-mentioned all embodiments, consequently has all beneficial effects that the technical scheme of above-mentioned embodiment brought equally, no longer gives unnecessary details here.

The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modification, equivalent replacement or improvement made within the spirit and principle of the present invention should be included in the present invention.

Claims

1. An aircraft engine system comprising an engine and a turbocharger in communication with the engine, the turbocharger comprising:

the exhaust gas discharged by the engine enters the turbocharger to drive the turbine to rotate; and the number of the first and second groups,

the primary air compressor and the secondary air compressor are connected with the turbine and driven by the turbine to operate; the primary air compressor is used for carrying out primary pressurization on outside air, one path of air after the primary pressurization enters the engine, and the other path of air after the secondary pressurization of the secondary air compressor enters the engine.

2. The aircraft engine system according to claim 1, further comprising a first conduit, a second conduit, a third conduit, and a bypass pipe; the turbine is communicated with the engine through a third pipeline;

3. The aircraft engine system according to claim 2, wherein said turbocharger further comprises a gear assembly, said turbine driving and driving said secondary compressor through said gear assembly.

4. An aircraft engine system according to claim 2, further comprising a bypass valve provided on the first conduit and a controller connected to the bypass valve for controlling the opening of the bypass valve.

5. An aircraft engine system according to claim 2, wherein the turbocharger further comprises a tertiary compressor having a tertiary inlet port in communication with the secondary outlet port and a tertiary outlet port in communication with the second conduit.

6. An aircraft engine system according to any one of claims 1 to 5, further comprising an electrical generator in driving connection with the turbine.

7. An aircraft engine system according to claim 6, wherein the turbocharger further comprises reduction gearing, the turbine driving the generator to generate electricity via the reduction gearing.

8. An aircraft engine system according to claim 2, further comprising an intercooler and an intake pressure sensor, the first and second conduits merging to form an intake adjacent one end of the engine, the intercooler and the intake pressure sensor both being provided on the intake, and the intake pressure sensor being arranged to monitor the pressure of intake air entering the intercooler.

9. An aircraft engine system according to claim 2, further comprising an air filter provided at the primary air inlet of the primary compressor.

10. An aircraft comprising an aircraft engine system according to any one of claims 1 to 9.