RU2116489C1 - Engine-propulsor for flying vehicle - Google Patents

Abstract

FIELD: aeronautical engineering. SUBSTANCE: engine-propulsor has tubular casing with volume compensator located in it and connected by means of shaft. Engine-propulsor is also provided with nozzle and gas propulsor equipped with combustion chamber located inside casing whose walls are provided with heat-resistant ceramics; casing has conical cover which is provided with central hole for receiving the air intake pipe which is connected to compressor outlet; air intake pipe terminates in cone with holes made at angle. Casing is also provided with spherical bottom fitted with nozzles; it may have round or rectangular cross section. EFFECT: increased thrust of engine. 4 cl, 3 dwg

Description

 Modern aircraft are divided into subsonic, supersonic speeds and vertical take-off and landing, therefore, their layout is very different from each other.

 Known ramjet engine (ramjet) containing a diffuser, a combustion chamber and an output nozzle.

 The disadvantages are that it cannot create traction when stationary, since there is no excess air pressure from the pressure head in the combustion chamber, therefore, for the ramjet, a solid propellant rocket engine (solid propellant rocket engine) or liquid propellant rocket engine (LRE) is required.

 The use of such a combined power plant on manned aircraft represents great operational inconvenience, since they are very complex, not effective, with low efficiency.

 Known turbojet engine (turbojet engine) containing a diffuser, a 14-stage vane compressor, combustion chambers made of a tubular-ring type with twelve heat pipes, a six-speed vane turbine and a jet nozzle.

 The disadvantage of this engine is its complex design.

The main indicator of turbojet engines is thrust, which depends on high gas pressure and temperature, but in practice this cannot be achieved, since the combustion chamber is in front of the turbine, so the temperature is sharply limited so as not to melt the turbine blades. As a result, the temperature in front of the turbine is sharply reduced to 900-1127 ^o C. At the same time, the temperature in the afterburners is 2327-2427 ^o C, which sharply increases the specific fuel consumption, reduces the efficiency. In the proposed engine, the temperature in the combustion chamber will be 2327-2427 ^o C, which will dramatically increase traction and efficiency.

 Known engine propulsion of an aircraft, comprising a tubular body with located in it volumetric compressor and engine, interconnected by a shaft.

 A disadvantage of the known engine is low thrust.

 The present invention is to increase traction.

 The problem is achieved due to the fact that the propulsion engine of the aircraft, containing an outer tubular housing with a volumetric rotary compressor and an engine connected thereto by a shaft, is equipped with a nozzle and a gas propulsion device containing a housing located inside the combustion chamber, internal walls which is lined with heat-resistant ceramics, a conical cover made with a central hole, placed in the last air intake pipe connected to the outlet of the compressor and the eye cone with angled holes, and a spherical bottom with nozzles. The housing of the mover is made of round or rectangular cross section.

 In FIG. 1 shows a longitudinal section of a gas propulsion engine; in FIG. 2 is a section AA of FIG. one; in FIG. 3 is a cross-sectional view of a rotary engine, compressor according to RF patent N 1807219 "Sultanov steam rotary engine".

 The propulsion engine (Fig. 1) comprises a housing 1, a diffuser 2, a nozzle 3. Inside the housing 1, a rotary volumetric engine 4 is installed (Fig. 3, cross section, RF patent N 1832098), a volumetric rotary compressor 5, identical in design to engine 4 (cross section as in FIG. 3) with a cone fairing 6. The compressor 5 and engine 4 are mounted on a common tubular shaft 7. A gas propeller 8 (Fig. 2) with nozzles 9 is attached to the right end of the engine 4.

 In one unit of a rotary engine, you can get any necessary power or necessary performance with the necessary pressure when working as a compressor.

The gas propulsion device 8 (Fig. 2 is a longitudinal section along A-A of Fig. 2) is installed with the ability to rotate through an angle of 180 ^o , and before flight it works from compressed air received from the compressor 5.

 The gas propulsion device contains (Fig. 2) a body 10 of circular or rectangular cross section, inside which a combustion chamber 11 is placed, lined with ceramic that can withstand high temperature, a conical cover 12 with a conical fairing 13. The housing 10 is closed by a spherical bottom 14 with nozzles 9. The air intake pipe 15 inside the combustion chamber 11 ends with a cone with openings made at an angle 16. On the spherical cover 14 nozzles 9 are attached (Figs. 1, 2) with cork valves (because of fame they are not shown). Their number depends on the power of the propulsion. On the housing 10 are attached fuel nozzles 17 (indicated by arrows). The mover is installed in the housing 3 and the air discharge pipe 19 (shown by an arrow) is supplied to it from the compressor 5.

 Before the flight of the aircraft starts the engine 4 (Fig. 1, 2, 3). Together with the engine 4, the compressor 5 starts to work, sitting on one tubular shaft 7, after which atmospheric air enters from the suction pipe 18 (the valve is not installed in the pipe) (rotation of the cam 19 with the pipe shaft 20 is indicated by an arrow and is indicated by the letter ω - Fig. 3 ), and compressed air from the chamber 21 through the exhaust pipe 22 (valve not shown) through the pipe 19 (Fig. 2, shown by an arrow), through the holes 16 of the intake pipe 19 (so as not to obscure the drawing of the shutter, the shutters are not shown), having an allowable pressure gets into the combustion chamber 11 of the housing 10 (lined with ceramics), closed by a lid 12 and a bottom 14. In the working chamber 21 (Fig. 3), a shutter 23 is installed.

 The fuel injected from the nozzles 17, igniting (ignited by known methods), will sharply increase the pressure, and under this pressure, through the nozzle 9, creating the necessary draft, the gases leave the nozzle.

 As soon as the aircraft moves forward (Fig. 1), air flow begins to flow into the diffuser 2, flowing around the conical fairing 6, moving further along the annular channel between the housing 1 and the compressor 5, engine 4, and 8 gas engine cases, cools the nozzle 9 and mixing with hot gases leaving the nozzle 9, flows out of the nozzle 3, creating the necessary draft.

 In the fuselage 1 of the “Sultanov Aircraft” it is easy to install two propulsion engines without starting starters (they are not needed), and the aircraft will become absolutely reliable, and gas propulsion devices will be installed, as in the figures of the patent.

 The mass of propulsion engines will not exceed the mass of the chassis with the wheels of the IL-76 aircraft, since the aircraft is designed for vertical take-off and landing.

 The flow of compressed air from the compressor 5 to the gas propulsors will be controlled by gate valves.

Claims (3)

 1. The propulsion engine of the aircraft, comprising a tubular housing with a volumetric compressor and an engine located therein, connected by a shaft, characterized in that it is equipped with a nozzle and a gas propulsion device containing a combustion chamber located inside the housing having internal walls lined with heat-resistant ceramics , a conical cover with a central hole with the intake pipe placed in the last connected to the outlet of the compressor and ending in a cone with openings made at an angle and and spherical bottom nozzle.  2. The propulsion engine according to claim 1, characterized in that the housing of the propulsion device is made with a circular cross section.  3. The propulsion engine according to claim 1, characterized in that the housing of the propulsion device is made with a rectangular cross section.

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