CN213063693U

CN213063693U - Piston type power assembly and aircraft

Info

Publication number: CN213063693U
Application number: CN202021250366.1U
Authority: CN
Inventors: 梁霄; 赵凌玲; 任家海
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2020-06-30
Filing date: 2020-06-30
Publication date: 2021-04-27
Anticipated expiration: 2030-06-30

Abstract

The utility model relates to a piston power component and airborne vehicle. Wherein, the piston power component includes: a power unit and a liquid nitrogen component. The power unit comprises a cylinder, a first inlet and a first outlet; the piston can reciprocate along the wall surface of the cylinder from the top dead center to the bottom dead center; the top of the piston, the side wall and the top of the cylinder enclose a first chamber. And the liquid nitrogen component comprises a liquid nitrogen storage container, a first control valve and a pipeline, the liquid nitrogen is conveyed into the first chamber from the first inlet through the pipeline from the liquid nitrogen storage container, the first control valve controls the flow of the conveyed liquid nitrogen, the liquid nitrogen is vigorously gasified in the first chamber, so that the liquid nitrogen is expanded to form nitrogen, the piston is pushed to move from the top dead center to the bottom dead center to output power, and after the expansion is finished, the piston moves from the bottom dead center to the top dead center to discharge the nitrogen from the first outlet.

Description

Piston type power assembly and aircraft

Technical Field

The utility model relates to an energy power field especially relates to a piston power component and airborne vehicle.

Background

The aeronautical power device relates to various disciplines of pneumatics, thermotechnical, structure and strength, control, test, computer, manufacturing technology and material, etc., and its working conditions such as temperature, pressure, stress, rotating speed, vibration, clearance and corrosion, etc. are far more complex and severer than other subsystems of the airplane, and have extremely high requirements for performance, weight, applicability, reliability, durability and environmental characteristics, etc. Therefore, the conventional development process is a process of multiple iterations of designing, manufacturing, testing, and modifying the design.

Piston engines are one of the power commonly used in aircraft, taking piston propeller engines as an example: the engine mainly comprises a cylinder, a piston, a connecting rod, a crankshaft, a valve mechanism, a propeller reducer, a casing and the like. The cylinder is where the mixture (gasoline and air) is burned. The cylinder accommodates a piston therein for reciprocating motion. The cylinder head is provided with an electric spark plug (commonly called an electric nozzle) for igniting mixed gas, an intake valve and an exhaust valve. When the engine works, the temperature of the cylinder is very high, so that a plurality of radiating fins are arranged on the outer wall of the cylinder to enlarge the radiating area. The cylinders are arranged on the engine shell (casing) in a star or V shape. Common radial engines vary from 5, 7, 9, 14, 18, or 24 cylinders. The larger the number of cylinders, the greater the engine power, given the same volume of a single cylinder. The piston reciprocates in the cylinder under the pressure of the combustion gas and converts this motion into rotational motion of the crankshaft via the connecting rod. The connecting rod serves to connect the piston and the crankshaft. The crankshaft is the component of the engine's output power. When the crankshaft rotates, the propeller is driven to rotate by the speed reducer to generate tension. In addition, the crankshaft drives accessories (such as various oil pumps, generators, etc.). The valve mechanism is used for controlling the opening and closing of the timing of the intake valve and the exhaust valve.

The position of the top of the piston at the farthest position of the rotation center of the crankshaft is called a top dead center, the nearest position is called a bottom dead center, and the distance from the top dead center to the bottom dead center is called a piston stroke. The piston type aircraft engine is mostly a four-stroke engine, namely, one cylinder completes one working cycle, and a piston passes through four strokes in the cylinder, namely an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke. When the engine starts to work, firstly, the engine enters an 'intake stroke', an intake valve on a cylinder head is opened, an exhaust valve is closed, a piston slides downwards from a top dead center to a bottom dead center, the volume in the cylinder is gradually increased, and the air pressure is reduced to be lower than the outside atmospheric pressure. A fresh mixture of gasoline and air is then drawn into the cylinder through the open intake valve. The ratio of gasoline to air in the mixture is generally 1 to 15, i.e. 15 kg of air is required to burn one kg of gasoline. After the intake stroke is completed, a second stroke, the "compression stroke," begins. At this time, the crankshaft continues to rotate by inertia, and the piston is pushed upward from the bottom dead center. The inlet valve is also closed as tightly as the exhaust valve. The cylinder internal volume is gradually reduced and the mixture gas is strongly compressed by the piston. When the piston moves to the top dead center, the mixture gas is compressed in a small space between the top dead center and the cylinder head. This small space is called the "combustion chamber". At this time, the pressure of the mixed gas was increased to ten atmospheres. The temperature also increases to around 400 degrees celsius. The compression is to make better use of the heat generated by the combustion of gasoline, so that the pressure of the mixed gas confined in the small space of the combustion chamber is greatly increased, and the work capacity of the combusted mixed gas is increased. The volume in the cylinder is at a maximum when the piston is at bottom dead center and at a minimum at top dead center (the latter also being the volume of the combustion chamber). The degree to which the gas mixture is compressed can be measured by the ratio of these two volumes. This ratio is called the "compression ratio". The compression ratio of a piston aircraft engine is approximately 5 to 8, the greater the compression ratio, the more gas is compressed and the greater the power produced by the engine. The compression stroke is followed by a "power stroke," also a third stroke. When the piston approaches the top dead center near the end of the compression stroke, a spark plug on the cylinder head generates electric sparks through high voltage electricity to ignite the mixed gas, and the combustion time is short and is about 0.015 second; but at a fast speed, up to about 30 meters per second. The gas expands violently, the pressure increases sharply to reach 60 to 75 atmospheres, and the temperature of the combustion gas reaches 2000 to 2500 ℃. During combustion, the local temperature may reach three or four thousand degrees, and the impact force of the gas on the piston may reach 15 tons. The piston moves rapidly to the bottom dead center under the action of strong pressure of fuel gas, the connecting rod is pushed to run downwards, and the connecting rod drives the crankshaft to rotate.

However, the piston engine which adopts fuel oil to burn and do work has the problems of emission pollution, non-renewable fuel and difficult storage and higher danger.

In addition, for the oxygen supply system of the passenger cabin of the aircraft, the liquid oxygen source system is adopted, the weight of the liquid oxygen source system is 60-70% lighter than that of the high-pressure oxygen source system, and the volume of the liquid oxygen source system is 60-80% smaller than that of the high-pressure oxygen source system. However, the liquid oxygen system generally directly produces liquid oxygen from the ground and stores the liquid oxygen in a liquid oxygen storage tank of the aircraft, but the problem of volatilization of the liquid oxygen causes the ground oxygen storage equipment to be complicated and the maintenance cost to be high.

Therefore, there is a need in the art for a piston-type power assembly and an aircraft, which can reduce pollution, overcome the problems that fuel cannot be regenerated and is not easy to be stored and has high risk, and overcome the disadvantages that the ground oxygen storage equipment is complicated and the maintenance cost is high due to the oxygen supply of the liquid oxygen source system of the existing aircraft.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a piston power component.

An object of the utility model is also to provide an airborne vehicle.

According to the utility model discloses a piston power component of aspect, including the power pack, including the cylinder, including first entry and first export; the piston can reciprocate along the wall surface of the cylinder from the top dead center to the bottom dead center; the top of the piston, the side wall and the top of the cylinder enclose a first chamber; and the liquid nitrogen assembly comprises a liquid nitrogen storage container, a first control valve and a pipeline, the liquid nitrogen is conveyed into the first chamber from the first inlet through the pipeline from the liquid nitrogen storage container, the first control valve controls the flow of the conveyed liquid nitrogen, the liquid nitrogen is vigorously gasified in the first chamber, the volume of the liquid nitrogen is expanded to form nitrogen, the piston is pushed to move from the top dead center to the bottom dead center to output power, and after the expansion is finished, the piston moves from the bottom dead center to the top dead center to discharge the nitrogen from the first outlet.

In one or more embodiments of the piston-type power assembly, the liquid nitrogen assembly further comprises an air separation component for separating liquid nitrogen from air and outputting to the liquid nitrogen storage container for storage.

In one or more embodiments of the piston-type power assembly, the piston-type power assembly further comprises a liquid oxygen storage container, and the air separation element is further used for separating liquid oxygen from air and conveying the liquid oxygen to the liquid oxygen storage container.

In one or more embodiments of the piston power assembly, the piston power assembly is used for an aircraft comprising a closable cabin, and the aircraft comprises an oxygen supply assembly for outputting liquid oxygen of the liquid oxygen storage container to the cabin to provide oxygen to the cabin in a closed state.

In one or more embodiments of the piston-type power assembly, the conduit includes a first conduit that transports liquid nitrogen from the air separation member to the liquid nitrogen storage vessel, a second conduit that transports liquid nitrogen from the liquid nitrogen storage vessel to the first inlet of the cylinder; the power assembly further comprises a third pipeline for conveying liquid oxygen from the air separation part to a liquid oxygen storage container, and a fourth pipeline for conveying liquid oxygen from the liquid oxygen storage container to the oxygen supply assembly; and the second control valve is used for controlling the flow of the liquid oxygen conveyed to the fourth pipeline.

In one or more embodiments of the piston-type power assembly, the piston-type power assembly further comprises a first safety valve arranged on the liquid nitrogen storage container, and a second safety valve arranged on the liquid oxygen storage container.

In one or more embodiments of the piston-type power assembly, an electrical heating assembly is further included, including a heating element, for heating the cylinder.

In one or more embodiments of the piston-type power assembly, the inner wall of the cylinder is a conical surface, and the inner diameter of the cylinder gradually decreases from the top dead center to the bottom dead center.

In one or more embodiments of the piston type power assembly, the piston type power assembly comprises a plurality of power units and a fuel system, the plurality of power units comprise a plurality of first power units and a plurality of second power units, the first power unit is provided with a first chamber, liquid nitrogen is gasified vigorously in the first chamber, so that the liquid nitrogen is expanded to form nitrogen gas, the piston is pushed to move from a top dead center to a bottom dead center to output power, and after the expansion is finished, the piston moves from the bottom dead center to the top dead center to discharge the nitrogen gas from a first outlet; the second power unit has a second chamber, the second chamber being a combustion chamber, the second power unit performing an internal combustion engine four-stroke cycle; the plurality of power units are arranged in a straight line or in a star shape, and the plurality of first power units and the plurality of second power units are arranged in a staggered mode; or the plurality of power units are arranged in a V shape, the plurality of cylinders of the plurality of first power units are a first group of cylinders, and the plurality of cylinders of the second power unit are a second group of cylinders.

An aircraft according to an aspect of the invention, comprises the piston power assembly of any preceding item.

The utility model has the advantages of but not limited to:

1. the expansion chamber of the liquid nitrogen expansion assembly replaces a combustion chamber, and combustion does not occur, so that pollution and zero emission are avoided; the safety of the liquid nitrogen is higher than that of aviation kerosene, the liquid nitrogen can be obtained from the air, the source is wide, and the defect of dangerous storage is avoided;

2. compared with an internal combustion engine power system, the aviation power system adopting liquid nitrogen has low system temperature due to no combustion, improves the working condition of the engine, reduces the performance requirement of the power system on materials, and reduces the material cost of the power system;

3. the power system does not need complex accessories such as an air supercharging system and the like, and does not need to accurately control the proportion of air and fuel oil, so that the system is simplified;

4. the power system provides power, and simultaneously, the online preparation of the liquid oxygen and the liquid nitrogen is realized, so that the problems of complex equipment, high maintenance cost and the like caused by the ground preparation of the liquid oxygen and the ground storage of the liquid oxygen are solved.

Drawings

The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings, in which:

FIG. 1 is a block schematic diagram of a piston-type power assembly according to one or more embodiments.

FIG. 2 is a block schematic diagram of a liquid oxygen storage and a liquid nitrogen storage of a piston-type power assembly according to one or more embodiments.

FIG. 3 is a schematic illustration of a piston-type power assembly according to one or more embodiments.

FIG. 4 is a schematic illustration of an inline arrangement of piston-type power assemblies according to one or more embodiments.

FIG. 5 is a schematic diagram of a star arrangement of piston-type power assemblies according to one or more embodiments.

FIG. 6 is a schematic illustration of a V-arrangement of piston power assemblies according to one or more embodiments.

Detailed Description

The present invention will be further described with reference to the following embodiments and drawings, and more details will be set forth in the following description in order to provide a thorough understanding of the present invention, but it is obvious that the present invention can be implemented in various other ways different from those described herein, and those skilled in the art can make similar generalizations and deductions according to the actual application without departing from the spirit of the present invention, and therefore, the scope of the present invention should not be limited by the contents of the embodiments.

Also, this application uses specific language to describe embodiments of the application. The terms "inside" and "outside" refer to the inside and outside of the outline of each component, and the terms "first", "second", "third", etc. are used to define the components, only to facilitate the distinction of the corresponding components, and if not stated otherwise, the terms have no special meaning, and therefore, the scope of the present invention should not be construed as being limited. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.

Referring to fig. 1-6, in one embodiment, a piston-type power assembly 10 includes a power unit 1 and a liquid nitrogen assembly 2. Referring to fig. 1 and 3, the power unit 1 includes a cylinder 11 and a piston 12. The cylinder 11 has a first inlet 111 and a first outlet 112. Similar to the piston type internal combustion engine of the prior art, the piston 12 is reciprocally movable along the wall surface of the cylinder 11 from the top dead center to the bottom dead center, outputting power through the connecting rod 13 and the crankshaft 14. Similar to the combustion chamber of the piston engine of the prior art, the top of the piston 12 encloses a first chamber 110 with the side walls and the top of the cylinder 11. The liquid nitrogen component 2 comprises a liquid nitrogen storage container 21, a first control valve 22 and a pipeline, liquid nitrogen is conveyed from the liquid nitrogen storage container 21 into the first chamber 110 from a first inlet 111 through the pipeline, and the first control valve 22 controls the flow of the conveyed liquid nitrogen, so that the control of the supply amount of the liquid nitrogen under different working conditions of the power system, such as takeoff, landing, cruising, acceleration and the like of an aircraft, can be realized. As shown in fig. 3, the first inlet 111 may be a nozzle 1110 structure to which a high pressure common rail is connected to spray high pressure liquid nitrogen, and the first outlet 112 may have a damper 1120 to close the first chamber 110 when the liquid nitrogen expands. Before the liquid nitrogen flows to the first inlet 111, the liquid nitrogen can also pass through the filter 15, so as to avoid impurities from entering and causing abnormal abrasion of the cylinder 11 and the piston 12. Since the temperature of the first chamber 110 is far higher than the boiling point (-196 ℃) of liquid nitrogen, and 1 cubic meter of liquid nitrogen can expand to 696 cubic meters of pure gaseous nitrogen (21 ℃), the liquid nitrogen is gasified violently in the first chamber 110, so that the volume of the liquid nitrogen expands to form nitrogen gas, the piston 12 is pushed to move from the top dead center to the bottom dead center to output power, and after the expansion is finished, the piston 12 moves from the bottom dead center to the top dead center to discharge the nitrogen gas from the first outlet 112.

The beneficial results thus obtained include a reduction in pollution and emissions, and the availability of liquid nitrogen from the air, a wide range of sources, while avoiding the disadvantages of dangerous storage. And compared with the situation that combustion does not occur, the system temperature is low, the working condition of the engine is improved, the performance requirement of the power system on materials is reduced, and the material cost of the power system is reduced. Meanwhile, different from the traditional four-stroke cycle, the piston type power system expanded by liquid nitrogen introduced in the embodiment only has two processes of air inlet expansion and air exhaust in a single working cycle without involving the action with air, so that the power system does not need complex accessories such as an air pressurization system, a throttle valve and a driving system thereof, an air cylinder does not need to be provided with structures such as an air inlet valve, and the proportion of air and fuel does not need to be accurately controlled, and the system and a related control algorithm are simplified. Because the temperature of the system is low, the temperature-resistant requirements for the cylinder 11 and the piston 12 are low, so the materials of the cylinder 11 and the piston 12 can be metal, nonmetal or even composite materials. The piston 12 is made of flexible material and is configured as a flexible body with variable area. Adopt little clearance fit between cylinder and the piston, can adopt variable clearance design for piston 12 is nimble reciprocating motion more for being convenient for, the inner wall of cylinder 11 adopts the conical surface design, and the internal diameter that the clearance of top dead center to bottom dead center diminishes the cylinder gradually diminishes.

With continued reference to FIG. 1, in some embodiments, liquid nitrogen module 2 further includes an air separator 23, air separator 23 being configured to separate liquid nitrogen from air for output to liquid nitrogen storage container 21 for storage, such that liquid nitrogen can be continuously and instantaneously output to avoid over-sizing liquid nitrogen storage container 21 in the system. The air separator 23 can separate liquid oxygen from air and deliver the separated liquid oxygen to the liquid oxygen storage container 31, and the liquid oxygen storage container may be in a specific form. When the piston-type power assembly 10 is used in an aircraft, such as a small civil aircraft, the aircraft includes an oxygen supply assembly 32 for delivering liquid oxygen from a liquid oxygen storage tank 31 to a closed cabin of the aircraft for oxygen supply. The cabin described above, including the passenger cabin and the driver cabin, may also include a cargo compartment, for example, where certain cargo needs to be preserved under an oxygen atmosphere, and of course, nitrogen may be separately supplied to the cargo compartment to supply the cargo needing to be preserved under a nitrogen atmosphere with a nitrogen atmosphere. Therefore, the oxygen system for preparing liquid oxygen on line for the airplane is realized, namely, the power system which can supply power in zero emission and can also make the oxygen supply system miniaturized and light is provided, and the problems of complicated equipment, high maintenance cost and the like caused by the fact that the existing liquid oxygen system prepares the liquid oxygen on the ground and stores the liquid oxygen on the ground are solved.

With continued reference to fig. 1 and 2, in some embodiments, the particular configuration of the piston-type power assembly 10 may further include a first conduit 241 for conveying liquid nitrogen from the air separation member 23 to the liquid nitrogen storage container 21, a second conduit 242 for conveying liquid nitrogen from the liquid nitrogen storage container 21 to the first inlet 111 of the cylinder 11; a third pipe 243 for transporting liquid oxygen from the air separator 23 to the liquid oxygen storage container 31, a fourth pipe 244 for transporting liquid oxygen from the liquid oxygen storage container 31 to the oxygen supply module 32, and a second control valve 33 for controlling the flow rate of liquid oxygen transported to the fourth pipe 244.

With continued reference to fig. 1 and 2, in one or more embodiments, the piston-type power assembly 10 may further include a first safety valve 211 disposed in the liquid nitrogen storage container 21, and a second safety valve 311 disposed in the liquid oxygen storage container 31, wherein when the pressure reaches a certain threshold value, the safety valves automatically open to ensure safe operation of the system. Therefore, the safety of the power system can be further ensured. The liquid nitrogen and liquid oxygen conveying can be easily controlled, and the control of the supply amount of the liquid nitrogen and the liquid oxygen under different working conditions of the aviation power system, such as taking-off, landing, cruising, accelerating and the like, is realized.

Referring to fig. 1 and 4 to 6, the piston-type power assembly 10 may include an electric heating assembly 5, the electric heating assembly 5 is used for heating the cylinder 11, and a specific structure may be that the electric heating assembly 5 includes a heating element, such as a thermocouple, attached to or embedded in a side wall of the cylinder 11 for heating, and the like. Thus, the sufficient temperature of the cylinder 11 can be maintained, so that the liquid nitrogen is ensured to be rapidly gasified and expanded in the cylinder 11, and stable power output is provided. Hybrid configurations are also possible, i.e. where the piston-type power assembly 10 comprises a first power unit using liquid nitrogen expansion and a second power unit using the teachings of the prior art. The second power unit has a second chamber, which is a combustion chamber, and performs an internal combustion engine four-stroke cycle. For example, as shown in fig. 4 or 5, a plurality of power units may be arranged in a straight or star configuration, with first power unit 100, first power unit 100 being staggered with a plurality of second power units 200; alternatively, as shown in fig. 6, the plurality of power units are arranged in a V-shape, the plurality of first power units 100 are a first group of V-shaped cylinders, and the plurality of second power units 200 are a second group of V-shaped cylinders. Therefore, the heat energy dissipated by the internal combustion engine of the second power unit can be utilized to provide heating effect for the first power unit, so that the sufficient temperature of the cylinder 11 is maintained, and the liquid nitrogen is ensured to be rapidly gasified and expanded in the cylinder 11.

In summary, the beneficial effects of the aviation power system, the liquid nitrogen expansion assembly, the aircraft and the driving method thereof adopting the above embodiments include but are not limited to:

Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, any modification, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention, all without departing from the content of the technical solution of the present invention, fall within the scope of protection defined by the claims of the present invention.

Claims

1. A piston power assembly, comprising:

a power unit, comprising:

a cylinder including a first inlet and a first outlet;

the piston can reciprocate along the wall surface of the cylinder from the top dead center to the bottom dead center;

the top of the piston, the side wall and the top of the cylinder enclose a first chamber;

the liquid nitrogen component comprises a liquid nitrogen storage container, a first control valve and a pipeline, liquid nitrogen is conveyed into the first chamber from the first inlet through the pipeline from the liquid nitrogen storage container, the first control valve controls the flow of the conveyed liquid nitrogen, the liquid nitrogen is vigorously gasified in the first chamber, the volume of the liquid nitrogen is expanded to form nitrogen, the piston is pushed to move from the top dead center to the bottom dead center to output power, and after expansion is finished, the piston moves from the bottom dead center to the top dead center to discharge the nitrogen from the first outlet.

2. The piston-type power assembly as defined in claim 1, wherein the liquid nitrogen assembly further comprises an air separation member for separating liquid nitrogen from air for output to the liquid nitrogen storage vessel for storage.

3. The piston power assembly as defined in claim 2, further comprising a liquid oxygen storage vessel, the air separator being further adapted to separate liquid oxygen from air for delivery to the liquid oxygen storage vessel.

4. The piston power assembly as defined in claim 3, being used in an aircraft comprising a closable cabin, the aircraft comprising an oxygen supply assembly for outputting liquid oxygen from the liquid oxygen storage container to the cabin for providing oxygen to the cabin in a closed state.

5. The piston power assembly as defined in claim 4, wherein said conduits include a first conduit for conveying liquid nitrogen from said air separator to said liquid nitrogen storage vessel, a second conduit for conveying liquid nitrogen from said liquid nitrogen storage vessel to said first inlet of said cylinder; the power assembly further comprises a third pipeline for conveying liquid oxygen from the air separation part to a liquid oxygen storage container, and a fourth pipeline for conveying liquid oxygen from the liquid oxygen storage container to the oxygen supply assembly; and the second control valve is used for controlling the flow of the liquid oxygen conveyed to the fourth pipeline.

6. The piston power assembly as defined in claim 4, further comprising a first relief valve disposed in the liquid nitrogen storage vessel and a second relief valve disposed in the liquid oxygen storage vessel.

7. The piston power assembly as defined in claim 1, further comprising an electrical heating assembly including a heating element, the electrical heating assembly being for heating the cylinder.

8. The piston power assembly as defined in claim 1, wherein an inner wall of said cylinder is tapered, an inner diameter of said cylinder gradually decreasing from a top dead center to a bottom dead center.

9. The piston-type power assembly as claimed in claim 1, comprising a plurality of power units, and a fuel system, wherein the plurality of power units comprise a plurality of first power units and a plurality of second power units, the first power unit is provided with the first chamber, liquid nitrogen is vigorously gasified in the first chamber, so that the liquid nitrogen is expanded to form nitrogen gas, the piston is pushed to move from a top dead center to a bottom dead center to output power, and the piston moves from the bottom dead center to the top dead center after the expansion is finished, and the nitrogen gas is discharged from the first outlet; the second power unit has a second chamber, the second chamber being a combustion chamber, the second power unit performing an internal combustion engine four-stroke cycle; the plurality of power units are arranged in a straight line or in a star shape, and the plurality of first power units and the plurality of second power units are arranged in a staggered mode; or the plurality of power units are arranged in a V shape, the plurality of cylinders of the plurality of first power units are a first group of cylinders, and the plurality of cylinders of the second power unit are a second group of cylinders.

10. An aircraft, characterized in that it comprises a piston power assembly according to any one of claims 1-9.