CN213928580U

CN213928580U - Turboprop engine for vertical take-off and landing aircraft

Info

Publication number: CN213928580U
Application number: CN202021765997.7U
Authority: CN
Inventors: 申文才
Original assignee: Yin Xilian
Current assignee: Yin Xilian
Priority date: 2020-08-21
Filing date: 2020-08-21
Publication date: 2021-08-10
Anticipated expiration: 2030-08-21

Abstract

The utility model relates to a vertical take-off and landing aircraft uses turboprop engine, including gas generator and rotatable nozzle subassembly, gas generator includes the air inlet casing, the diffuser, the axle sleeve, outer rotor subassembly and inner rotor subassembly, above parts are coaxial arrangement, rotatable nozzle subassembly includes the tail nozzle, rotatable spout, spray tube steering wheel and T shape control pull rod, the design of tail nozzle is round platform structure, it comprises outer wall and inner wall, the middle is annular channel, be equipped with the breather pipe on the tail nozzle outer wall, the entry of breather pipe passes engine housing rear end, and communicate with the nozzle end of fuel nozzle, rotatable spout is all equipped with on the left and right exit end of tail nozzle, the spray tube is installed on the tail nozzle, the spray tube is connected with rotatable spout through the control pull rod; the utility model discloses it is unstable effectively to solve current aircraft flight attitude conversion, and the power take off of engine is lower, thrust and propulsion efficiency are lower, lower scheduling problem of security, reliability and stability.

Description

Turboprop engine for vertical take-off and landing aircraft

Technical Field

The utility model belongs to a turboprop engine technical field, in particular to turboprop engine for VTOL aircraft.

Background

The aircraft engine is a highly complex and precise thermal machine and provides power required by flight for the aircraft; the heart of the aircraft is known as 'industrial flower', which directly affects the performance, reliability and economy of the aircraft and is an important embodiment of national science and technology, industry and national defense strength.

At present, the vertical take-off and landing aircraft in use are mainly divided into two main categories: the first is a rotor aircraft, and the second is a fixed wing aircraft; the rotor craft mainly comprises various helicopters, multi-rotor unmanned planes, tilt rotor planes and the like, and the fixed wing craft mainly comprises rays type fighters, F35B fighters, Jack 141 fighters and the like.

Whether they are rotor craft or fixed wing craft, they have the following defects in vertical take-off, landing and flight: firstly, balance failure is easy to occur in the process of posture conversion, and the posture conversion is unstable; secondly, the propeller is easy to stall caused by airflow disturbance; thirdly, the power output of the engine is low, the thrust and the propelling efficiency of the engine are low, and the aircraft is greatly limited in the aspects of flying speed, altitude maneuver and the like; and fourthly, the safety, the economy, the reliability and the stability of the aircraft engine are lower.

In order to solve the problem, the utility model relates to a vertical take-off and landing aircraft uses turboprop engine that flight attitude conversion is stable, power take-off is higher, propulsion efficiency and stability are higher.

SUMMERY OF THE UTILITY MODEL

The utility model discloses the technical scheme who adopts:

the technical scheme adopted by the utility model is that the cooperation of the fuel gas generator and the rotatable jet pipe component is utilized, and the combination of the rotor wing component arranged at the front part of the engine and the rotatable jet pipe component positioned at the rear part of the engine effectively improves the thrust and the propulsion efficiency of the vertical take-off and landing aircraft, ensures that the stability of the aircraft is stronger when the aircraft performs posture conversion during flying, and the rotatable jet nozzle rotates downwards under the pulling action of the jet pipe steering engine and the control pull rod when the aircraft performs vertical take-off and landing so as to ensure that the rotatable jet pipe component effectively generates the thrust in the vertical direction; if the aircraft is in stable flight, the rotatable nozzles are arranged in the horizontal direction, so that the rotatable nozzles generate thrust in the horizontal direction.

A turboprop for a vertical take-off and landing aircraft includes a gas generator and a rotatable nozzle assembly;

the fuel gas generator comprises an air inlet shell, a diffuser, a shaft sleeve, an outer rotor assembly and an inner rotor assembly which are coaxially arranged; the air inlet shell is provided with a plurality of through holes, the air inlet shell is arranged at the front end of a diffuser, the diffuser is arranged at the front end of the shaft sleeve, a combustion chamber is arranged outside the shaft sleeve, a plurality of small holes are arranged on the outer wall of the combustion chamber, an engine shell is arranged outside the combustion chamber, the outlet end of the combustion chamber is fixedly connected with the rear end of the engine shell, the engine shell is provided with an igniter, a round fuel oil spray pipe and an afterburning fuel oil spray pipe, the top end of the igniter extends into an annular cavity in the combustion chamber, the fuel oil spray pipe and the boosting fuel oil spray pipe are both provided with a plurality of nozzles, the fuel oil spray pipe and the boosting fuel oil spray pipe are respectively positioned at the front part and the rear part of the combustion chamber, the oil inlet pipe ends of the fuel oil spray pipe and the boosting fuel oil spray pipe are fixed on the shell of the engine, and a stop valve is arranged on an oil way connected with the boosting fuel oil spray pipe;

the outer rotor comprises a hollow high-pressure shaft, a centrifugal impeller, a first-stage turbine guider and a first-stage turbine blade, the high-pressure shaft is arranged inside the shaft sleeve and is connected with two ends of the shaft sleeve through a high-pressure shaft bearing, the high-pressure shaft penetrates through the diffuser, the centrifugal impeller is installed at the front end of the high-pressure shaft and is located between the air inlet shell and the diffuser, the rear end of the high-pressure shaft penetrates through the first-stage turbine guider and is connected with the first-stage turbine blade, and the front end of the first-stage turbine guider is fixedly connected with the outlet end of the combustion chamber;

the inner rotor comprises a low-pressure shaft, a secondary turbine guider and secondary turbine blades, the low-pressure shaft is arranged inside the high-pressure shaft, the low-pressure shaft is connected with two ends of the high-pressure shaft through a low-pressure shaft bearing, the rear end of the low-pressure shaft penetrates through the secondary turbine guider to be connected with the secondary turbine blades, and the secondary turbine guider is fixedly connected with the rear end of the primary turbine guider;

but spout subassembly includes the jet-tail pipe, can change spout, spray tube steering wheel and T shape control pull rod, second grade turbine director rear end with jet-tail pipe front end fixed connection, the jet-tail pipe design is the round platform structure, and it comprises outer wall and inner wall, and the centre is annular channel, be provided with a plurality of breather pipes on the jet-tail pipe outer wall, the entry of breather pipe passes engine housing rear end, and with the nozzle end of fuel spray tube is linked together mutually, all be provided with rather than the rotatable spout of rotating the connection on the exit end about the jet-tail pipe, the spray tube steering wheel is installed on the jet-tail pipe, the spray tube steering wheel passes through control pull rod with but the rotatable spout is connected.

Furthermore, the through hole on the air inlet shell is designed to be an oval structure.

Further, still include fuel feed mechanism, fuel feed mechanism includes fuel tank, fuel pipe and fuel pump, the fuel tank passes through the fuel pipe and is connected with the oil feed pipe end of fuel spray tube and afterburning fuel spray tube respectively, the fuel pump is installed on the fuel pipe.

Furthermore, still include the lubricated mechanism of lubricating oil, the lubricated mechanism of lubricating oil is including advancing oil pipe, lubricating oil case, lubricating oil pump and play oil pipe, the play oil end that advances oil pipe passes the axle sleeve extends to on the mounted position of high pressure shaft bearing, advance oil pipe's oil inlet end pass the engine housing with the lubricating oil case intercommunication, the lubricating oil pump is installed advance oil pipe is last, the entrance point that goes out oil pipe on the back of axle sleeve, the exit end that goes out oil pipe passes the engine housing with the lubricating oil case intercommunication.

Furthermore, the two ends of the high-pressure shaft are symmetrically provided with oblique holes, and the middle of the high-pressure shaft is provided with a vertical hole.

Compared with the prior art, the beneficial effects of the utility model are that:

1. the utility model has the advantages that through the matching design of the fuel gas generator and the rotatable jet pipe component, when the aircraft vertically takes off and lands, the rotatable jet nozzle rotates downwards under the pulling action of the jet pipe steering engine and the control pull rod, so that the rotatable jet pipe component effectively generates thrust in the vertical direction; if the aircraft is in stable flight, the rotatable nozzles are arranged in the horizontal direction to generate thrust in the horizontal direction, and the thrust of the engine can be changed along with the attitude conversion of the aircraft in flight.

2. The gas generator adopts a double-rotor structure, so that the starting is convenient, the influence of the load on the power of the engine in operation is small, and the probability of fault shutdown is reduced.

3. The afterburner that can change the nozzle subassembly as the engine, the nozzle intercommunication of breather pipe and afterburning fuel oil spray tube effectively produces atomization effect, makes afterburner's gas burning more abundant, can effectively provide comparatively stable thrust.

4. The utility model discloses an use can effectively improve turboprop engine's power take off, increased substantially the thrust and the propulsion efficiency of engine, obtain better dynamic behavior.

5. The utility model provides the high continuation of the journey mileage of aircraft to security, reliability and stability when having improved the aircraft flight.

Drawings

Fig. 1 is a schematic view of the overall structure of the present invention;

fig. 2 is an exploded view of the present invention;

fig. 3 is a cross-sectional view of the present invention;

FIG. 4 is a schematic view of a rotatable spout assembly of the present invention;

fig. 5 is a schematic structural view of the lubricating mechanism of the present invention;

FIG. 6 is a schematic view of the fuel supply mechanism of the present invention;

FIG. 7 is a schematic view of the lubricating mechanism of the present invention;

in the figure: 1. a gas generator; 2. a rotatable spout assembly; 3. an air inlet housing; 4. a centrifugal impeller; 5. a diffuser; 6. an engine housing; 7. a combustion chamber; 8. an igniter; 9. a first stage turbine nozzle; 10. a first stage turbine blade; 11. a secondary turbine vane; 12. a secondary turbine blade; 13. a high pressure shaft; 14. a low pressure shaft; 15. a shaft sleeve; 16. a high pressure shaft bearing; 17. a connecting nut; 18. a low pressure shaft bearing; 19. a fuel nozzle; 20. a thrust boosting fuel oil spray pipe; 21. a lubricating oil pump; 22. an impeller lock nut; 23. a tail nozzle; 24. A breather pipe; 25. a rotatable spout; 26. a thin-walled bearing; 27. a control pull rod; 28. a spray pipe steering engine; 29. A through hole; 30. an oil inlet pipe; 31. an oil outlet pipe; 32. a fuel tank; 33. a fuel pump; 34. a fuel pipe; 35. A stop valve; 36. obliquely cutting a hole; 37. a vertical hole; 38. a lubricating oil tank.

Detailed Description

In order to better understand the technical content of the present invention, the following embodiments are provided, and the present invention is further described with reference to the accompanying drawings.

Referring to fig. 1 to 7, the present invention provides a turboprop for a vertical take-off and landing aircraft, comprising a gas generator 1 and a rotatable nozzle assembly 2;

the gas generator 1 comprises an air inlet shell 3, a diffuser 5, a shaft sleeve 15, an outer rotor assembly and an inner rotor assembly which are coaxially arranged; the air inlet shell 3 is provided with a plurality of through holes 29, the air inlet shell 3 is arranged at the front end of the diffuser 5, the diffuser 5 is arranged at the front end of the shaft sleeve 15, the outer part of the shaft sleeve 15 is provided with a combustion chamber 7, the outer wall of the combustion chamber 7 is provided with a plurality of small holes, the outer part of the combustion chamber 7 is provided with an engine shell 6, the outlet end of the combustion chamber 7 is fixedly connected with the rear end of the engine shell 6, the engine shell 6 is provided with an igniter 8, a circular fuel oil spray pipe 19 and an afterburning fuel oil spray pipe 20, the top end of the igniter 8 extends into an annular cavity in the combustion chamber 7, the fuel oil spray pipe 19 and the afterburning fuel oil spray pipe 20 are both provided with a plurality, the oil inlet pipe 30 of the two is fixed on the engine shell 6, and a stop valve 35 is arranged on an oil way connected with the boosting fuel oil spray pipe 20;

the outer rotor comprises a hollow high-pressure shaft 13, a centrifugal impeller 4, a first-stage turbine guider 9 and a first-stage turbine blade 10, the length of the high-pressure shaft 13 is longer than that of a shaft sleeve 15, the high-pressure shaft 13 is arranged inside the shaft sleeve 15, the high-pressure shaft 13 is connected with two ends of a shaft sleeve 15 through a high-pressure shaft bearing 16, the high-pressure shaft 13 is sleeved on an inner ring of the high-pressure shaft bearing 16, the end part of the shaft sleeve 15 is fixedly connected with an outer ring of the high-pressure shaft bearing 16, the high-pressure shaft 13 penetrates through a diffuser 5, a centrifugal impeller 4 is installed at the front end of the high-pressure shaft 13, the centrifugal impeller 4 is positioned between an air inlet shell 3 and the diffuser 5, the rear end of the high-pressure shaft 13 penetrates through a first-stage turbine guider 9 to be connected with a first-stage turbine blade 10, concretely, the first-stage turbine blade 10 is fixedly connected with the rear end of the high-pressure shaft 13 through an impeller locking nut 22, the first-stage turbine blade 10 is positioned at the rear end of the first-stage turbine guider 9, and the front end of the first-stage turbine guider 9 is fixedly connected with the outlet end of a combustion chamber 7;

the inner rotor includes a low pressure shaft 14, a secondary turbine vane 11 and a secondary turbine blade 12, the low pressure shaft 14 and a high pressure shaft 13 are coaxially installed, the low pressure shaft 14 has a length longer than that of the high pressure shaft 13, the low pressure shaft 14 is disposed inside the high pressure shaft 13, the low-pressure shaft 14 is connected with two ends of the high-pressure shaft through a low-pressure shaft bearing 18, the low-pressure shaft bearing and the high-pressure shaft bearing are connected through a connecting nut 17 and the low-pressure shaft bearing 18, specifically, the low-pressure shaft 14 is sleeved on an inner ring of the low-pressure shaft bearing 18, the end part of the high-pressure shaft 13 is fixedly connected with an outer ring of the low-pressure shaft bearing 18, the rear end of the low-pressure shaft 14 penetrates through the secondary turbine guide 11 to be connected with the secondary turbine blade 12, specifically, the secondary turbine blade 12 is fixedly connected with the rear end of the low-pressure shaft bearing 14 through an impeller locking nut 22, the secondary turbine blade 12 is located at the rear end of the secondary turbine guide 11, and the secondary turbine guide 11 is fixedly connected with the rear end of the primary turbine guide 9;

the rotatable jet pipe assembly 2 is used as an afterburner in the vertical take-off and landing or acceleration stage of the aircraft to effectively provide thrust for the aircraft, and particularly, the rotatable jet pipe assembly 2 comprises a tail jet pipe 23, a rotatable nozzle 25, a jet pipe steering engine 28 and a T-shaped control pull rod 27, the rear end of a secondary turbine guider 11 is fixedly connected with the front end of the tail jet pipe 23, the tail jet pipe 23 is designed into a circular truncated cone structure and consists of an outer wall and an inner wall, the middle part of the tail jet pipe is an annular channel, 6 vent pipes 24 are arranged on the outer wall of the tail jet pipe 23, the inlets of the vent pipes 24 penetrate through the rear end of an engine shell 6 and are communicated with the nozzle end of a fuel oil jet pipe 19, the rotatable nozzle 25 which is rotatably connected with the tail jet pipe 23 is arranged on the left outlet end and the right outlet end of the tail jet pipe 23, specifically, the tail jet pipe 23 is connected with the rotatable nozzle 25 by adopting a thin-wall bearing 26, and the left outlet end and the right outlet end of the tail jet pipe 23 are arranged on the inner ring of the thin-wall bearing 26, the step part of the rotatable nozzle 25 is arranged on the outer ring of the bearing, wherein the left and right outlet ends of the tail spray pipe 23 extend to a certain length towards the inside of the rotatable nozzle 25, the pipe diameters of the left and right outlet ends are different by 1mm, when the engine works normally, due to the injection effect of fuel gas, external cold air enters the rotatable nozzle 25 from a gap between the balls of the thin-wall bearing 26, the effect of cooling the bearing is started, the phenomenon that the thin-wall bearing 26 works too hot for a long time and is easy to cause rotation blocking is effectively prevented, the spray pipe 28 is arranged on the tail spray pipe 23, the spray pipe steering engine 28 is connected with the rotatable nozzle 25 through a control pull rod 27 and is used for controlling the rotation of the rotatable nozzle 25, the rotation range is between the horizontal direction and the vertical downward direction (namely 0-90 degrees), and the rotatable nozzle 25 faces downward when the engine vertically starts to descend; if the engine is working normally, the rotatable nozzle 25 is rotated to the horizontal direction.

Specifically, the through hole 29 on the air inlet casing 3 is designed into an oval structure; the air inlet shell 3 is effectively ensured to have enough air filling amount.

Specifically, the fuel injection device further comprises a fuel supply mechanism, wherein the fuel supply mechanism comprises a fuel tank 32, a fuel pipe 34 and a fuel pump 33, the fuel tank 32 is respectively connected with the ends of the fuel inlet pipes 30 of the fuel spray pipe 19 and the boosting fuel spray pipe 20 through the fuel pipe 34, and the fuel pump 33 is arranged on the fuel pipe 34; the oil circuit is a fuel pipe 34 (namely a stop valve 35 is arranged on the fuel pipe 34 connected with the boosting fuel nozzle 20), the fuel pump 33 pumps fuel from the fuel tank 32, the fuel enters the combustion chamber 7 and the tail nozzle 23 through the fuel nozzle 19 and the boosting fuel nozzle 20 respectively, when the aircraft works in the vertical lifting or acceleration stage, the stop valve 35 on the fuel pipe 34 is opened, the fuel is sprayed out from the boosting fuel nozzle 20 and is fully mixed with air entering the vent pipe 24, the mixed oil gas enters the rotatable nozzle through the vent pipe 24 to be combusted and finally discharged, when the aircraft normally sails, the stop valve 35 is closed, only air flows through the vent pipe 24, and at the moment, the tail nozzle 23 only serves as an engine fuel injection channel.

Specifically, the lubricating oil lubricating mechanism comprises an oil inlet pipe 30, a lubricating oil tank 38, a lubricating oil pump 21 and an oil outlet pipe 31, wherein the oil outlet end of the oil inlet pipe 30 extends to the mounting position of the high-pressure shaft bearing 16 through the shaft sleeve 15, the oil inlet end of the oil inlet pipe 30 penetrates through the engine shell 6 to be communicated with the lubricating oil tank 38, the lubricating oil pump 21 is mounted on the oil inlet pipe 30, the inlet end of the oil outlet pipe 31 is arranged on the back of the shaft sleeve 15, and the outlet end of the oil outlet pipe 31 penetrates through the engine shell 6 to be communicated with the lubricating oil tank 38; the lubricating oil pump 21 pumps the lubricating oil out of the lubricating oil tank 38, and the lubricating oil is sprayed to the high-pressure shaft bearing 16 from two ends of the shaft sleeve 15 through the oil inlet pipe 30, so that the high-pressure shaft bearing 16 is effectively ensured to be kept in a lubricating state.

Specifically, the two ends of the high-pressure shaft 13 are symmetrically provided with oblique holes 36, and the middle part of the high-pressure shaft is provided with a vertical hole 37; when the high-pressure shaft 13 rotates, the lubricating oil enters the shaft cavity and the low-pressure shaft bearing 18 under the action of the chamfered hole 36, and finally flows back to the oil tank through the vertical hole 37 in the middle of the high-pressure shaft 13 and the oil outlet pipe 31 arranged in the middle of the shaft sleeve 15.

The utility model discloses a theory of operation does:

when the engine runs, air enters from the oval through hole 29 of the air inlet shell 3, the air enters between the engine shell 6 and the combustion chamber 7 after being compressed by the centrifugal impeller 4 and diffused by the diffuser 5, and because a plurality of small holes are formed in the outer wall of the combustion chamber 7, the air enters the annular space of the combustion chamber 7 from the small holes, is mixed with oil mist sprayed by the fuel oil spray pipe 19 arranged at the front end of the combustion chamber 7, and is ignited by the igniter 8 to be combusted in the combustion chamber 7;

high-temperature gas generated by oil-gas combustion is discharged from an annular opening at the rear part of the combustion chamber 7 and enters the first-stage turbine guider 9, the gas pushes the first-stage turbine blades 10 to rotate and do work after passing through the first-stage turbine guider 9, the first-stage turbine blades 10 drive the centrifugal impeller 4 to rotate and compress air through the high-pressure shaft 13, and then the continuous work of the engine is ensured;

after the gas pushes the first-stage turbine blades 10 to do work, the gas flows to the second-stage turbine guide vanes 11, then the second-stage turbine blades 12 are pushed to rotate, and the second-stage turbine blades 12 drive components connected with the front part of the engine to rotate through the low-pressure shaft 14 to do work; these components typically include a reduction gearbox, drive shaft, rotor control mechanism, propellers, etc., which rotate to generate thrust to propel the aircraft; the components connected to the front of the engine provide thrust required for vertical take-off and landing and flat flight attitude by adjusting the rotor direction and pitch.

The rotatable jet pipe assembly 2 is used as an afterburner 7 in the vertical taking off and landing or accelerating stage of the aircraft, so that the thrust is effectively provided for the aircraft, fuel gas flows through the secondary turbine blades 12 and then enters the tail jet pipe 23, air in the engine shell 6 is mixed with fuel oil sprayed from an afterburner fuel oil jet pipe 20 at the rear end of the combustor 7, the fuel gas enters the tail jet pipe 23 through 6 vent pipes 24 and is mixed and combusted with high-temperature fuel gas discharged from the fuel gas generator 1, the mixed fuel gas is further combusted in the tail jet pipe 23, and finally the fuel gas is accelerated and sprayed out through the rotatable jet nozzle 25 to generate the thrust;

when the aircraft vertically takes off and lands, the rotatable nozzle 25 rotates downwards under the pulling action of the nozzle steering engine 28 and the control pull rod 27, so that the rotatable nozzle component 2 effectively generates vertical thrust; when the aircraft is in smooth flight, the rotatable nozzles 25 are arranged in the horizontal direction, so that the thrust in the horizontal direction is generated.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the technical principle of the present invention, and these improvements and decorations should also be regarded as the protection scope of the present invention.

Claims

1. The utility model provides a vertical take-off and landing is turboprop engine for aircraft which characterized in that: comprises a fuel gas generator and a rotatable nozzle assembly;

2. The turboprop according to claim 1, wherein: the through hole on the air inlet shell is designed to be an oval structure.

3. The turboprop according to claim 1, wherein:

the fuel feeding mechanism comprises a fuel tank, a fuel pipe and a fuel pump, the fuel tank is connected with the ends of the fuel inlet pipes of the fuel spray pipe and the boosting fuel spray pipe through the fuel pipe respectively, and the fuel pump is installed on the fuel pipe.

4. The turboprop according to claim 1, wherein: still include the lubricated mechanism of lubricating oil, the lubricated mechanism of lubricating oil is including advancing oil pipe, lubricating oil case, lubricating oil pump and play oil pipe, the end of producing oil that advances oil pipe passes the axle sleeve extends to on the mounted position of high-pressure shaft bearing, the oil feed end that advances oil pipe passes the engine housing with the lubricating oil case intercommunication, the lubricating oil pump is installed advance oil on the pipe, the entrance point that goes out oil pipe on the back of axle sleeve, the exit end that goes out oil pipe passes the engine housing with the lubricating oil case intercommunication.

5. The turboprop according to claim 1, wherein:

the two ends of the high-pressure shaft are symmetrically provided with oblique holes, and the middle of the high-pressure shaft is provided with a vertical hole.