WO2006116907A1 - Moteur d’avion a compression d’air - Google Patents

Moteur d’avion a compression d’air Download PDF

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Publication number
WO2006116907A1
WO2006116907A1 PCT/CN2006/000730 CN2006000730W WO2006116907A1 WO 2006116907 A1 WO2006116907 A1 WO 2006116907A1 CN 2006000730 W CN2006000730 W CN 2006000730W WO 2006116907 A1 WO2006116907 A1 WO 2006116907A1
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WO
WIPO (PCT)
Prior art keywords
air
nozzle
aircraft
valve
pressure
Prior art date
Application number
PCT/CN2006/000730
Other languages
English (en)
French (fr)
Inventor
Stanley Chang
Vincent Chang
Original Assignee
Stanley Chang
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Stanley Chang filed Critical Stanley Chang
Priority to EP06722377A priority Critical patent/EP1878903B1/en
Priority to AT06722377T priority patent/ATE554278T1/de
Priority to JP2008508053A priority patent/JP4870750B2/ja
Priority to CA2606525A priority patent/CA2606525C/en
Priority to US11/659,888 priority patent/US7980058B2/en
Publication of WO2006116907A1 publication Critical patent/WO2006116907A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/002—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto with means to modify the direction of thrust vector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • F02C3/107—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor with two or more rotors connected by power transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/90—Application in vehicles adapted for vertical or short take off and landing (v/stol vehicles)
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention relates to a jet turbine engine, and more particularly to an air compression aeroengine. Background technique
  • the known jet-type aeronautical engine sucks air in by the suction turbine, and heats the inhaled air by the heat generated by the combustion of the aviation kerosene in the combustion chamber, so that the inhaled air is heated and expanded, and then idling backward, causing a reaction. Thrust, which allows the aircraft to fly forward.
  • Such engines clearly have the following shortcomings:
  • the technical problem to be solved by the present invention is how to overcome the above drawbacks of the existing jet aeroengine, and provide a new ⁇ ⁇ ' ⁇ Type air compression aero engine.
  • the air-compressed aircraft engine of the present invention comprises an air intake port, a turbocharged air compressor, a combustion chamber and a rear nozzle, and is characterized in that: a rear nozzle and a combustion chamber are provided between the forward flight thrust and the combustion chamber.
  • the turbocharged air compressor includes an intake turbine fixed to the front drive shaft, a large turbocharger, a small turbocharger, and a front thrust turbine and a rear thrust turbine fixed to the rear drive shaft;
  • a shift gear box is arranged between the drive shaft and the rear drive shaft, the combustion chamber is located behind the shift gear box, and the fuel nozzle assembly is located at the front end of the combustion chamber; after the air is pressurized by the suction turbine and the large turbocharger, most of the air enters The main intake port, a small part is pressurized again by the small turbocharger and enters the secondary intake port; the air entering the secondary intake port is mixed with the misty fuel sprayed from the fuel nozzle at the front of the combustion chamber and undergoes a violent explosion.
  • the air entering the main intake is mixed with the gas that is exploding and burning at the rear of the combustion chamber, and the large amount of oxygen carried is left for those who have not had time to burn.
  • the remaining fuel is further burned; the enthalpy of the explosion combustion, the high-pressure airflow is ejected through the air outlet on the jet fence and pushes the front thrust turbine to rotate at a high speed, and then the rear thrust turbine is driven by the air inlet of the rear thrust turbine cover to rotate at a high speed. Pressure chamber.
  • the strong torque generated by the rotation of the front thrust turbine and the rear thrust turbine acts on the shift gear box through the rear drive shaft to drive the front drive shaft to rotate at a speed, so that the suction turbine fixed on the front drive shaft, the large turbocharger, and the small turbocharger High-speed rotation, the large supercharged turbine is further rotated by the self-contained shifting gear, sucking more air and generating strong pressure to press the sucked air into the combustion chamber through the main inlet and the secondary intake; entering the pressure chamber
  • the enthalpy, high-pressure airflow is ejected through the rear nozzle assembly to propel the aircraft forward.
  • the turbocharged air compressor is used to generate the helium temperature and high pressure gas in the pressure chamber, and then the reaction thrust generated by the compressed gas sprayed through the nozzle causes the aircraft to vertically move up and forward; the structure is simple, so the aviation can be greatly reduced.
  • the production cost of the engine the aircraft can be vertically moved up and down by controlling the injection direction and flow rate of the compressed gas in the pressure chamber; without using expensive aviation kerosene, ordinary gasoline which is now widely used, relatively high in combustion value and low in price can be used. Or diesel; and the noise generated is quite small; it makes it possible to produce a small jet manned aircraft that can be transported in the middle of the city like a normal car with low production cost, convenient handling, low daily cost and vertical lifting.
  • the air outlet of the jet fence is at a 60-degree angle to the plane of the jet fence.
  • the total area of the air outlet of the jet fence is one-third of the total area of the jet fence, so that it can be burned.
  • the high temperature and high pressure airflow generated in the cavity is ejected at a certain angle and acts more effectively on the forward thrust vortex with greater pressure to generate greater thrust;
  • the rear drive shaft is provided with a high temperature resistant heat shield. It can prevent the flame from directly cauterizing the drive shaft and prolong the service life of the rear drive shaft.
  • the rear thrust turbine is provided with a rear thrust turbine cover with six rear thrust turbine cover air inlets and a total area of six air inlets.
  • the total area of the air outlets on the jet fence is equal, and the airflow from the air inlet of the rear thrust turbine cover further pushes the rear thrust turbine to rotate at an optimal angle, and enters the pressure chamber through the air outlet of the rear thrust turbine.
  • the temperature and pressure in the combustion chamber can be greatly increased, and the high temperature and high pressure generated by the explosion of the fuel oil
  • the airflow is optimally applied to the forward thrust turbine and the rear thrust turbine at the optimum angle, thereby enabling the turbocharged air compressor to generate a greater pressure of compressed gas in the pressure chamber.
  • the main support of the aircraft is made hollow as part of the engine pressure chamber and is divided into a left hollow main bracket and a right hollow main bracket; this can more effectively utilize the internal space of the aircraft and make the interior occupied by the engine The volume is greatly reduced.
  • the pressure chamber is connected to the left hollow main bracket, the right hollow main bracket is connected through the switch assembly and the lower nozzle assembly and the left hollow main bracket, and the rear hollow nozzle is provided with a rear nozzle assembly at the end; the switch assembly can control the high pressure airflow in the pressure chamber
  • the left hollow main support flows to the right hollow main support and then ejects from the rear nozzle to push the aircraft forward; or the left hollow main support flows to the lower nozzle assembly and then ejects from the lower nozzle group.
  • the lower nozzle assembly is equipped with a lower nozzle group.
  • the plane of the lower nozzle group can be swung forward and backward, so that the lower nozzle group can eject airflow forward and backward to promote the aircraft to ascend, decelerate, float in the air, or move slowly back and forth.
  • the lower nozzle assembly has a number of small nozzles on the jet plane (depending on specific needs, it is decided to install several nozzles, generally four rows of sixteen) to form a lower nozzle group to expand the ejection surface of the jet stream from the lower part of the aircraft. This not only can greatly reduce the impact of the airflow from the lower part of the aircraft on the ground, but also greatly increase the lifting surface of the aircraft, making the aircraft more stable and easier to handle during the lifting process.
  • the pressure chamber is also provided with front right nozzles, front left nozzles, rear right nozzles, and rear left nozzles; each of the four nozzles is provided with a rotation that allows the nozzle to rotate forward-downward-180 degrees backward. Controls and an air flow switching valve; the rear nozzle assembly pushes the aircraft forward, and the other four nozzle assemblies generate reaction thrust to slow down the aircraft, float in the air, or lift vertically.
  • the above four lower nozzles can be moved downwards and downwards; the backward jet can increase the thrust; and the forward jet can reduce the speed of the aircraft.
  • the lower four nozzles can be opened and adjusted to the vertical downward position, then the engine is started, and the airflow of the nozzle is adjusted according to the state of the aircraft to make the aircraft rise smoothly; when the aircraft rises to five meters from the ground Even higher, the spray direction of the lower four nozzles is rotated backwards, thereby generating upward and forward synthetic thrust, allowing the aircraft to fly forward at a certain angle; when the aircraft rises to the required height, the lower four nozzles The direction of the spray is turned back to 180 degrees, so that the aircraft flies in parallel and opens the rear nozzle on the back while closing the four nozzles.
  • the rear rear nozzle is also fully opened, then the driver
  • the aircraft can be driven like a normal jet.
  • the aircraft is about to land, turn the spray direction of the lower four nozzles to the front, and open the lower four nozzles while closing the rear rear nozzle to gradually slow down the aircraft;
  • the rear rear nozzle is completely closed, the lower four nozzles are also finished.
  • Fully open When the aircraft is reduced to a certain speed, then the four nozzles below can be The direction of the spray gradually rotates backwards, resulting in a synthetic thrust that is upward and backward, causing the aircraft to gradually decelerate and gradually lower the altitude. Then, the spray directions of the four nozzles are adjusted to the downward position, and the amount of the jet is appropriately adjusted.
  • the aircraft slowly descends vertically. ) greatly enhances the flexibility and maneuverability of the aircraft.
  • the air flow switching valve is composed of a gate valve and a regulating valve, and has the following characteristics:
  • the valve core of the gate valve is wedge-shaped: the valve core member and the pipe wall which can overcome the wide width of the gate are tightly closed due to the different expansion and contraction; the valve core of the gate valve is blocked Before the air inlet of the air is compressed, and the area is one-third larger than the area of the air inlet of the pressure air, the pressure of the high-pressure gas in the pressure chamber is not directly applied to the valve core of the regulating valve, thereby avoiding the valve of the regulating valve
  • the core is always in a state of being pressed, causing the thread of the regulating valve to be damaged, and the high-pressure airflow to be self-discharged to cause an accident;
  • the valve core of the regulating valve is in the shape of a truncated cone and is fixed on the middle section of the valve stem of the regulating valve.
  • the wide wide body is provided with a corresponding sealing surface, and the front and rear sections of the valve stem of the regulating valve and the regulating valve are The valve body is screwed together; the valve stem of the regulating valve has a sealing thread.
  • the drive motor connected to the gate valve first starts to raise the gate of the gate valve, and drives the gate valve to open to open the high-pressure air inlet; at this time, the drive motor connected to the valve stem of the regulating valve starts to adjust the valve to the wide rod
  • the high-pressure air inlet and the nozzle are opened, and the high-pressure gas in the pressure chamber is ejected from the nozzle. Since the valve body with a wide adjustment is in the shape of a truncated cone, the magnitude of the valve spool of the regulating valve can be controlled within the pressure chamber. The flow of high pressure gas from the nozzle controls the thrust generated by the nozzle.
  • the drive motor connected to the adjustment wide stem is first activated to urge the adjustment valve stem to move forward, so that the high pressure air inlet and the nozzle are closed, and the pressure gas in the pressure chamber is stopped from being sprayed by the nozzle.
  • the valve core of the regulating valve is a cylindrical body with a sealing thread at the front end of the frustum, and is fixed on the valve stem of the regulating valve, and can be screwed tightly with the pipe, so that the valve core of the regulating valve can tightly close the high-pressure air intake air. 3.
  • the stem nut of the gate valve and the stem of the regulating valve are driven by the drive motor to control and regulate the jetted airflow.
  • the scrambling air compressor of the present invention has a very simple structure, and only has an intake turbine, a large turbocharger, a small turbocharger, a front thrust turbine, a rear thrust turbine, a shift gear box, and a fuel nozzle assembly.
  • the combustion chamber wall, the jet fence, the rear thrust turbine cover and the like are formed, so that the air compression aeroengine is cheap to produce, and is as simple and inexpensive as the internal combustion engine of an ordinary automobile, which is very advantageous for the production of the aircraft.
  • the turbulent airflow generated by the turbocharged air compressor used in the present invention is not immediately idling outward, but is injected into the pressure chamber of the aircraft to generate enthalpy and high pressure gas in the pressure chamber. Therefore, the gas flow stays in a high temperature, high pressure and oxygen-rich environment for a long time, and the fuel can be fully burned and maximized.
  • the energy of the fuel will greatly increase the fuel efficiency, which will not only reduce the environmental pollution caused by the fuel gas, but also use ordinary gasoline or diesel which is generally used now, has a relatively high combustion value and is much cheaper; A much larger amount of ordinary gasoline or diesel fuel can produce the same amount of energy as a large amount of aviation kerosene combustion, which significantly increases the load efficiency of the aircraft and significantly reduces the daily use cost.
  • the high-pressure airflow generated by the turbocharged air compressor used in the present invention is not immediately idling outward, but is injected into the pressure chamber of the aircraft to generate high temperature and pressure gas in the pressure chamber.
  • the nozzle assembly is sprayed outward; this pressure chamber can be used as a buffer for the jet stream, making the flow of the jet stream more stable and making the aircraft easier to control; and controlling the direction and flow of the compressed gas is very easy.
  • the cost is also very low.
  • the handling of the aircraft can be made simple and convenient, so that ordinary people like cars can drive and control easily.
  • a jet aircraft that can be lifted vertically can be made possible.
  • the air-compressed aero-engine has outstanding substantial features and significant progress.
  • the essential difference between it and the current jet-type aero engine is that the current jet-type aeroengine has a very large air flow.
  • the air pressure of the jet stream is not high; the air-compressed aero engine has a small air flow rate and a very high air pressure.
  • Today's jet engines can only operate at low air density, when the aircraft flies to a low air density (for example, 20,000 meters hollow), because today's jet engines need to draw in a lot of airflow. The effective thrust is generated, so its efficiency will be greatly reduced or even the thrust will be lost.
  • the air-compressed aero-engine can generate effective thrust because it only needs to inhale a small amount of airflow, so it can operate in the air with low air density (for example) 40,000 meters high), even flying to the edge of the atmosphere. Therefore, the beneficial effects are obvious.
  • the invention can also be applied to a new type of space shuttle, which is equipped with an air-compressed aero-engine and has a rocket that is as inexpensive as a conventional jet-type civil aircraft (as opposed to the cost of a current space shuttle and a large-thrust launch vehicle).
  • the new heavy-duty space shuttle can take off at an ordinary airport like a current passenger airliner, inhaling air and burning ordinary Gasoline flies to the edge of the atmosphere and restarts its own rocket to fly into space.
  • you want to return from space you can start the self-propelled rocket to decelerate.
  • you fly to the edge of the earth's atmosphere you can start the air-compressed aero engine and turn the nozzle forward.
  • the air-compressed aero engine will inhale the air and burn the ordinary gasoline. It is used to overcome gravity and slow down the speed of the space shuttle so that it can fly at a lower speed (subsonic speed) in the atmosphere like a regular jet airliner and land at an ordinary civilian airport. .
  • the new space shuttle can fly with only a small amount of rocket fuel and oxidant.
  • the payload of the space shuttle is greatly increased. As the new space shuttle flies into the atmosphere, it does not have to fly at high speeds in the atmosphere like the current space capsule, and the surface generates thousands of degrees of temperature, so it does not have to be like the current shuttle and space capsule.
  • the addition of a thick heat shield to the outer casing further increases the payload of the new space shuttle and significantly reduces the cost.
  • the new space shuttle flies into the atmosphere, it can breathe ordinary gasoline in the atmosphere like a regular jet airliner and fly at a lower speed (subsonic speed) for long distances, making the new space shuttle like ordinary jet civil aviation.
  • the passenger plane took off and landed at an ordinary civilian airport 24 hours a day, 24 hours a day, greatly reducing the cost of space flight.
  • Figure 1 is a schematic structural view of an air compression aeroengine
  • FIG. 2 is a schematic structural view of a turbocharged air compressor
  • Figure 3 is a schematic cross-sectional structural view of a back thrust turbine cover
  • Figure 4 is a schematic cross-sectional structural view of the bottom of the pressure chamber
  • Figure 5 is a schematic cross-sectional structural view of the bottom of the combustion chamber
  • Figure 6 is a schematic cross-sectional structural view of a jet fence
  • Figure 7 is a partial cross-sectional structural view of the air flow switching valve.
  • Figure 8 is another schematic structural view of an air compression aeroengine
  • FIG. 9 is a schematic view showing the structure of the spray surface in the lower nozzle assembly
  • Embodiments: 1 is a turbocharged air compressor, 2 is a titanium metal casing, 3 is a pressure chamber, 4 is an air inlet, 5 is a front right nozzle assembly, 6 is a front left nozzle assembly, and 7 is a rear The right nozzle assembly, 8 is the rear left nozzle assembly, 9 is the rear nozzle assembly, 10 is the suction turbine, 11 is the large turbocharger turbine, 12 is the small turbocharger turbine, 13 is the shift gearbox, 14 is the airflow switching valve assembly, 15 is the fuel nozzle, 16 is the rear drive shaft, 17 is the high temperature heat shield, 18 is the jet fence, 19 is the jet fence outlet, 20 is the combustion chamber, 21 is the combustion chamber wall, and 22 is the main entrance with a width of 1 cm.
  • Air passage, 23 is the secondary inlet with a width of 0.3 cm
  • 24 is the spool of the gate valve
  • 25 is the forward thrust turbine
  • 26 is the rear thrust turbine
  • 27 is the rear thrust turbine cover
  • 28 is the rear thrust turbine cover intake Port
  • 29 is the rear thrust turbine outlet
  • 30 is the valve spool of the regulating valve
  • 31 is the valve stem of the regulating valve
  • 32 is the valve body of the regulating valve
  • 33 is the valve stem nut of the gate valve
  • 34 is the driving motor
  • 35 For the front drive shaft, 36 for the right hollow main bracket, 37 for the air flow switch assembly, 38 for the lower
  • the nozzle assembly inlet, 39 is the rear nozzle inlet
  • 40 is the lower nozzle assembly
  • 41 is the small nozzle in the lower nozzle assembly
  • 42 is the left hollow main bracket.
  • the suction turbine 10 sucks in the outside air through the air intake port 4, and after being compressed into a high-pressure airflow by the large turbocharger 11, most of them enter the combustion chamber through the main intake port 22 having a width of 1 cm. 20; a small portion is compressed again into a higher-pressure airflow by the small turbocharger 12, enters the combustion chamber 20 through the secondary intake passage 23 having a width of only 0.2 cm, and is mixed with the mist-like fuel sprayed from the fuel nozzle 15 to explode.
  • the combustion, the combustion of the gas and the large amount of air coming in through the main intake port are re-mixed and further burned with a large amount of oxygen in the air, so that the temperature of the air in the combustion chamber rises sharply and generates a high pressure.
  • the total area of all the air outlets 19 of the jet fence 18 is much larger than the total area of the primary air inlet and the secondary air intake, and the lengths of the primary air inlet and the secondary air inlet are much longer than the thickness of the air jet fence 18,
  • the high-pressure gas in the combustion chamber is ejected at a high speed through the air outlet 19 of the jet fence, and the front thrust turbine 25 is driven to rotate at a high speed to drive the rear propeller shaft 16 to rotate, so that the ejected airflow acts more effectively on the front thrust turbine.
  • the air outlet 19 of the jet fence 18 is at an angle of 60 degrees to the plane of the jet fence 18.
  • the rear thrust turbine 26 is provided with a rear thrust turbine cover 27, on which six rear thrust turbine cover air inlets 28 are opened, and the total area of the six air inlets is equal to the total area of the air outlets on the jet fence.
  • the back pressure turbine 26 further The rear drive shaft 16 is biased and driven by the front thrust turbine 25 to rotate the drive shaft 16.
  • the temperature and pressure in the combustion chamber 20 can be greatly increased, and the high-speed airflow generated by the fuel explosion combustion can be maximally applied to the front thrust turbine 25 and the rear thrust turbine 26, so that the turbocharged air compressor can A compressed gas of maximum pressure is generated in the pressure chamber 3.
  • the rear drive shaft 16 is rotated by the shifting gearbox 13, causing the front propeller shaft 35 to rotate three times faster than the rear propeller shaft 16, and driving the suction turbine 10 and the small turbocharger 12 as well.
  • Backward thrust turbine 26 and front thrust Turbine 25 rotates at a rate three times faster.
  • the front propeller shaft 35 further rotates the large supercharger turbine 11 at a speed that is rotated by five times faster than the rear thrust turbine 26 and the forward thrust turbine 25 by the shift gears that are self-contained by the large booster wheel 11. Thereby, a gas stream of a sufficiently high pressure is generated to enter the combustion chamber 20.
  • the fuel nozzle assembly within the combustion chamber 20 is comprised of nine fuel nozzles 15 divided into three groups, each group including three equally spaced fuel nozzles 15.
  • the three sets of fuel nozzles 15 are like the three shifting speeds of the car.
  • the driver can control the thrust and speed of the aircraft by controlling the amount of fuel injected by each nozzle 15 and changing the working state of the different sets of nozzles 15. For example, when the aircraft rises vertically, it needs the maximum thrust, so that three groups of nine fuel nozzles 15 can simultaneously spray the oil and maximize the fuel injection amount of each nozzle to provide maximum thrust. Only one set of three fuels is required for leveling.
  • the nozzle 15 is sprayed, and the other two groups of six fuel nozzles 15 are closed to save fuel, and the fuel injection amount of the three open nozzles can be changed to change the speed of the aircraft.
  • the high-pressure airflow through the main intake passage 22 forms a relatively dense air screen, which absorbs and absorbs the huge noise generated by the fuel explosion combustion in the combustion chamber 20; the high-pressure gas in the pressure chamber 3 further absorbs and absorbs the fuel explosion combustion in the combustion chamber 20. Huge noise generated.
  • the huge noise generated by the explosion of the fuel in the combustion chamber 20 is not transmitted to the outside as much as possible, so that the noise during engine operation is minimized.
  • the high-pressure airflow through the main intake passage 22 removes the heat of the combustion chamber wall, so that the energy generated by the explosion of the fuel is utilized as much as possible; the large amount of the air carried by the compressed air of the main intake passage 22 and the explosive combustion gas Oxygen further burns the fuel that has not been burned. Since the oxygen is very abundant and the gas flow stays in the high temperature and high pressure environment in the combustion chamber 20 and the pressure chamber 3 for a long time, the fuel can be completely burned, and the contained fuel is released as much as possible. The energy released, the heat of the high pressure gas in the pressure chamber 3 is further increased, and the pressure is further increased.
  • the air flow from the air outlet 29 of the rear thrust turbine 26 forms a high pressure gas in the pressure chamber 3 and is discharged from the nozzle assembly at a very high speed.
  • the spout is ejected, generating a thrust of 40,000 to 50,000 Newtons, enabling small manned vehicles weighing between 4,000 and 5,000 kg to move vertically and forward.
  • the shape of the pressure chamber 3 can be changed according to the shape of the abdomen and the tail of the aircraft; since the wall of the pressure chamber is made of titanium metal which is 2 cm thick and light in weight and extremely hard, the pressure chamber 3 can be used as the abdomen and the tail of the aircraft.
  • the main bracket of the aircraft can also be hollowed out as part of the engine pressure chamber (as shown in Figure 8) to reduce the material and weight of the aircraft; once the aircraft crashes unexpectedly, such a strong pressure chamber 3 Can play very Good protection.
  • the air-compressed aero engine has four nozzle assemblies (5, 6, 7, 8) and a rear nozzle assembly 9, four nozzle assemblies (5, 6, 7, 8) located below the aircraft responsible for the aircraft.
  • the lifting, a rear nozzle assembly 9 at the rear provides flight thrust to the aircraft.
  • the opening and closing flow of the nozzle assembly can be controlled by the air flow switching valve.
  • the four nozzle assemblies (5, 6, 7, 8) are connected to the pressure chamber 3 through a 2 cm thick titanium tube, one more each.
  • the nozzle can be rotated forward-downwardly by 180 degrees and rotated slightly to the left and right.
  • the air flow switching valve controls the size of the airflow through the nozzle and switches the nozzle valve.
  • At least two lower nozzle assemblies or the rear rear nozzle assembly must be open, and all nozzles must not be turned off anyway.
  • the lower four nozzle assemblies (5, 6, 7, 8) can be opened and adjusted to the vertical downward position, then the engine is started, and the airflow of the nozzle is adjusted according to the state of the aircraft to make the aircraft rise smoothly.
  • the spray direction of the lower four nozzles (5, 6, 7, 8) is turned backwards, thereby generating upward and forward synthetic thrust, so that the aircraft is at an angle Rising forward:
  • the spray direction of the lower four nozzles (5, 6, 7, 8) is turned back to 180 degrees, allowing the aircraft to fly in parallel and open the rear rear nozzle assembly on one side.
  • the lower four nozzle assemblies (5, 6, 7, 8) can be adjusted to the forward position and the lower four nozzle assemblies (5, 6, 7, 8) can be opened while the rear is closed. Nozzle 9, when the rear rear nozzle 9 is completely closed, the lower four nozzle assemblies (5, 6, 7, 8) are also fully opened, causing the aircraft to gradually decelerate; when reaching the destination, the lower four nozzle assemblies can be placed (5 , 6, 7, 7, 8) The spray direction is adjusted to the downward position, and the fuel injection amount is gradually reduced, so that the aircraft slowly descends vertically.
  • the air flow switching valve 14 is composed of a gate valve and a regulating valve, and has the following characteristics:
  • the valve core 24 of the gate valve has a wedge shape: the valve core member 24 and the pipe wall of the gate valve can be tightly closed due to different thermal expansion and contraction; the valve core of the gate valve is closed.
  • the 24th block is in front of the compressed air inlet, and the area is one-third larger than the area of the high-pressure air inlet, so that the pressure of the high-pressure gas in the pressure chamber is not directly applied to the spool 30 of the regulating valve, thereby avoiding adjustment.
  • the valve spool 30 of the valve is always in a rolling state, causing the thread 32 of the regulating valve to be damaged, and the high-pressure gas to be ejected by itself to cause an accident;
  • the valve core 30 of the regulating valve is in the shape of a truncated cone and is fixed on the middle section of the valve stem 31 of the regulating valve.
  • the valve body of the regulating valve is provided with a corresponding sealing surface, and the front and rear sections of the valve stem of the regulating valve are adjusted. Valve body spiral fit; adjustment
  • the valve stem 31 of the valve has a sealing thread.
  • the driving motor 34 connected to the gate valve first starts to raise the gate valve shaft, drives the ram to rise, and opens the high-pressure air inlet; at this time, the driving motor connected to the regulating valve stem 31 is activated to make the regulating valve
  • the valve stem 31 moves backward to open the high-pressure air inlet and the nozzle, and the high-pressure gas in the pressure chamber is ejected from the nozzle. Since the spool 30 of the regulating valve has a frustum shape, the width of the valve spool 30 is adjusted. The size controls the amount of high pressure gas in the pressure chamber that is ejected from the nozzle, thereby controlling the thrust generated by the nozzle.
  • the drive motor that connects the regulator valve stem 31 first activates to move the regulator valve stem 31 forward, causing the pressurized air inlet and nozzle to close, and the high pressure gas in the pressure chamber to be stopped from the nozzle.
  • the valve body 30 of the regulating valve is a cylindrical body with a sealing thread at the front end of the frustum, and is fixed on the valve stem 31 of the regulating valve, and can be screwed tightly with the pipe, so that the valve core 30 can be tightly closed. Pressurized air inlet;
  • the stem nut of the gate valve 33 and the wide rod 31 of the regulating valve are driven by the drive motor to control and regulate the flow of the jet.
  • the design of the lower nozzle assembly for providing aircraft lift, deceleration, suspension in the air, or slow moving of the front and rear, and the rear nozzle assembly for providing forward thrust of the aircraft may also be based on actual needs with the following different design approach -
  • the main bracket of the aircraft is made hollow as part of the engine pressure chamber and divided into two parts: a left hollow main bracket 42 and a right hollow main bracket 36; this can more effectively utilize the internal space of the aircraft and The internal volume occupied by the engine is greatly reduced.
  • the pressure chamber 3 is connected to the left hollow main bracket 42, the right hollow main bracket 36 and the lower nozzle assembly 40 are connected to the left hollow main bracket 42 through the switch assembly 37, and the rear hollow nozzle bracket 9 is provided at the end of the right hollow main bracket 36; 37 can control the high pressure airflow in the pressure chamber through the left hollow main bracket 42 and the rear nozzle air inlet 39 to the right hollow main bracket 36 and then spray from the rear nozzle 9 to push the aircraft forward; or through the left hollow main bracket 42 and the lower portion
  • the nozzle assembly intake passage 38 flows to the lower nozzle assembly 40 and is then ejected from the lower nozzle group 41.
  • the lower nozzle assembly 40 is provided with a lower nozzle group 41 which can be swung forward and backward, so that the lower nozzle group 41 can eject airflow to the front, rear, left and right to push the aircraft up and down, slow down, float in the air, or move slowly back and forth.
  • the lower nozzle assembly 40 is provided with a plurality of small nozzles 41 on the jet plane (which may be determined according to specific needs, typically four rows of sixteen) to form a lower nozzle group to expand the lower portion of the aircraft.
  • the discharge surface of the airflow This not only can greatly reduce the impact of the airflow from the lower part of the aircraft on the ground, but also greatly increase the aircraft's rising support surface, making the aircraft more stable and easier to handle during lifting or aerial suspension.
  • the design of the lower nozzle assembly 40 and the rear nozzle assembly 9 is more scientific and more detailed than the design of the lower four nozzle assemblies (5, 6, 7, 8) and the rear nozzle assembly 9 in Fig. 1.
  • the driver only needs to control one switch assembly 37 to cause the aircraft to move up and down, slow down, float in the air, or move slowly back and forth.
  • the driver must simultaneously control the four nozzle assemblies (5, 6, 7, 8) and the five switch assemblies in the rear nozzle assembly 9, and must ensure that there must be
  • the design in Figure 8 is an ideal design if at least one of the nozzle assemblies is in an open state so that no accidents occur.

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Description

空气压缩航空发动机
技术领域
本发明涉及一种喷气式的涡轮发动机， 特别涉及一种空气压縮航空发动机。 背景技术
目前， 公知的喷气式航空发动机是由吸气涡轮将空气吸进， 通过航空煤油在燃烧腔里 燃烧产生的热量将吸入的空气加热， 使吸入的空气升温膨胀再向后髙速喷射， 产生反作用 推力， 使飞行器向前飞行的。 这样的发动机明显存在着下列各项不足之处：
( 1 )、 发动机的构造十分复杂、 造价髙昂， 一部喷气式航空发动机往往需要数百万、 数千万元， 并不像普通汽车的内燃机那样简单、 低廉， 使飞行器的生产普及受到很大的限 制。
(2)、 由于吸入的空气在燃烧腔内加热后立即高速向后喷射， 要求燃油快速燃烧才可 产生好的效益， 故必须使用价格高昂、 燃烧值相对较低的航空煤油， 并不能使用现在普遍 使用、 燃烧值相对较高而且价格低廉很多的普通汽油或柴油。
(3 )、 由于吸入的空气在燃烧腔内加热后立即高速向后喷射， 喷出的大功率气流并不 稳定并且极难控制其喷射方向， 使通过改变喷出气流方向令飞行器垂直升降的技术变得十 分复杂。 即使花费大量的人力、 物力解决了这个难题， 飞行器的操控也会变得十分艰难， 完全失去了实用性和普及性。 造价高昂的英国鹞式垂直起降战斗机就是一个明显的例子， 英国工程师虽然耗资巨大克服了通过改变喷出气流的方向令飞行器垂直升降的难题， 但鹞 式战斗机的飞行员都要经过严格的挑选， 选出那些技术第一流的战斗机飞行员再经过严格 训练才有能力驾驶鹞式战斗机， 虽然这样鹞式战斗机的失事机率比其它型号的战斗机仍要 高很多， 绝大部份鹞式战斗机的损失都是因操控复杂而意外坠毁的。
(4)、 现在的喷气式航空发动机由于燃烧腔没有隔离， 燃油在燃烧腔爆炸燃烧产生的 巨大噪音随着喷射气流直接传到外部， 以致机场都要建在离城市数公里甚至数十公里的地 方。 即使小型的喷气式航空发动机产生的噪音也非常大， 像美国战斧式巡航导弹所使用的 小型喷气式航空发动机， 在飞行时它产生的噪音大而尖锐， 令人不安。
发明内容
本发明要解决的技术问题是如何克服现有喷气式航空发动机的上述缺陷， 提供一种新 ΐλ '本 型的空气压缩航空发动机。
为解决上述技术问题， 本发明空气压缩航空发动机包括空气进气口、 涡轮增压空气压 缩机、燃烧腔和后喷嘴，其特征是：提供向前飞行推力的后喷嘴和燃烧腔之间设有压力腔， 所述涡轮增压空气压缩机包括固定于前传动轴上的吸气涡轮、 大增压涡轮、 小增压涡轮， 和固定于后传动轴上的前推力涡轮、 后推力涡轮； 前传动轴与后传动轴之间设有变速齿轮 箱， 燃烧腔位于变速齿轮箱之后， 燃油喷嘴组件位于燃烧腔的前端； 空气经吸气涡轮和大 增压涡轮两级增压后， 大部分进入主进气道， 小部分经小增压涡轮再次增压后进入次进气 道； 进入次进气道的空气在燃烧腔的前部与燃油喷嘴喷出的雾状燃料混合并发生剧烈的爆 炸燃烧， 进入主进气道的空气在燃烧腔的后部与正在爆炸燃烧的气体混合， 所携带的大量 氧气使那些还没有来得及燃烧的剩余燃料进一步燃烧； 爆炸燃烧产生的髙温、 高压气流通 过喷气栅栏上的出气口喷出并推动前推力涡轮高速旋转， 再通过后推力涡轮罩的进气口推 动后推力涡轮高速旋转后， 进入压力腔。 前推力涡轮和后推力涡轮旋转产生的强大扭力通 过后传动轴作用于变速齿轮箱再带动前传动轴提速旋转， 使固定于前传动轴上的吸气涡 轮、大增压涡轮、小增压涡轮高速旋转，大增压涡轮通过自带的变速齿轮进一步提速旋转， 吸入更多的空气并产生强大的压力把这些吸入的空气通过主进气道和次进气道压进燃烧 腔; 进入压力腔的髙温、 高压气流通过后喷嘴组件喷出推动飞行器向前飞行。
如此设计， 利用涡轮增压空气压缩机在压力腔里产生髙温、 高压气体， 再利用压缩气 体通过喷嘴喷出产生的反作用推力使飞行器垂直升降和向前飞行； 由于结构简单故可大幅 降低航空发动机的生产成本； 可通过控制改变压力腔里压缩气体的喷射方向和流量让飞行 器垂直升降； 不需使用昂贵的航空煤油， 可使用现在普遍使用、 燃烧值相对较高而且价格 低廉很多的普通汽油或柴油； 并且产生的噪音相当小； 使生产价格低廉、 操控方便、 日常 使用成本低并可垂直升降、 能够像普通汽车那样在城市中间穿梭来往的喷气式小型可载人 飞行器成为可能。
作为优化， 燃烧腔底部设有喷气栅栏， 喷气栅栏的出气口和喷气栅栏的平面成 60度 角， 喷气栅栏出气口的总面积为喷气栅栏的总面积的三份之一， 这样可使在燃烧腔里产生 的高温、 高压气流通过一定的角度喷出并以更大的压力、 更有效地作用于前推力涡论， 以 产生更大的推力； 后传动轴上设有抗高温隔热罩， 可以防止火焰直接烧灼后传动轴， 延长 后传动轴的使用寿命； 后推力涡轮上设有后推力涡轮罩， 上面开着六个后推力涡轮罩进气 口， 六个进气口的总面积和喷气栅栏上的出气口总面积相等， 通过后推力涡轮罩进气口喷 出的气流进一步以最佳的角度推动后推力涡轮旋转， 并经后推力涡轮的出气口进入压力 腔。 通过这种设计可使燃烧腔里的温度、 压力大幅提升， 燃油爆炸燃烧产生的高温、 高压 气流可以最佳的角度、 最有效地作用于前推力涡轮和后推力涡轮， 从而使涡轮增压空气压 缩机能够在压力腔里产生更大压力的压缩气体。
作为优化， 将飞行器的主支架做成空心作为发动机压力腔的一部份并分为左空心主支 架和右空心主支架； 这样做可以更有效地利用飞行器的内部空间并使发动机所占用的内部 体积大幅减少。 压力腔和左空心主支架相通， 右空心主支架通过开关组件和下部喷嘴组件 及左空心主支架连接， 右空心主支架的末端设有后喷嘴组件； 开关组件可以控制压力腔里 的高压气流通过左空心主支架流向右空心主支架再从后喷嘴喷出推动飞行器向前飞行； 或 者通过左空心主支架流向下部喷嘴组件再从下部喷嘴群喷出。 下部喷嘴组件装有下部喷嘴 群的平面可以向前后左右摆动， 使下部喷嘴群可以向前后左右喷出气流， 以推动飞行器升 降、 减速、 在空中悬浮或前后左右缓慢移动。
下部喷嘴组件的喷气平面上装有数个小喷嘴 （可以根据具体需要来决定要装几个喷 嘴， 一般为四排十六个） 组成下部喷嘴群， 以扩大飞行器下部喷出气流的喷出面。 这样做 不但可以大幅减轻飞行器下部喷出的气流对地面产生的冲击力， 也可大幅增加飞行器的上 升承托面， 使飞行器在升降过程中更稳定和更容易操控。
关于提供飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动推力的下部喷嘴 组件及提供飞行器向前飞行推力的后喷嘴组件的设计， 也可根据实际需要采用下列另一种 不同的设计方式- 作为优化， 压力腔上还设有前右喷嘴， 前左喷嘴、 后右喷嘴、 后左喷嘴； 上述四个喷 嘴各设有一个可使喷嘴向前——向下——向后旋转 180度的旋转控制件和一个气流开关阀 门； 后喷嘴组件可推动飞行器向前飞行， 另外四个喷嘴组件产生反作用推力可使飞行器减 速、悬浮空中或垂直升降。如此设计， 在飞行器上使用时， 上述的四个下方喷嘴向下喷气， 则可垂直起降； 向后喷气， 则可增加推力； 向前喷气则可降低飞行器的速度。 （当飞行器 要起飞时可将下方四个喷嘴打开并调至垂直向下的位置， 然后起动发动机， 并根据飞行器 的状态调节有关喷嘴的气流大小使飞行器平稳上升； 当飞行器上升至离地面五米甚至更高 时把下方四个喷嘴的喷射方向向后转动， 从而产生向上和向前的合成推力， 使飞行器以一 定的角度向前上升飞行； 当飞行器上升到所需高度时， 下方四个喷嘴的喷射方向向后转至 180度， 使飞行器平行飞行并且一边打开后部的后喷嘴， 一边关闭四个喷嘴。 当下方四个 喷嘴全部关闭时， 后方的后喷嘴也完全打开， 这时驾驶员可将飞行器和普通的喷气式飞机 一样操控驾驶。 当飞行器要降落时， 把下方四个喷嘴的喷射方向转向前方， 并且一边打开 下方四个喷嘴， 一边关闭后方的后喷嘴， 使飞行器逐渐减速； 当后方的后喷嘴完全关闭的 时候， 下方四个喷嘴也完全打开。 当飞行器减至一定的速度后， 这时可将下方四个喷嘴的 喷射方向逐渐向后转动， 从而产生向上和向后的合成推力， 使飞行器逐渐减速飞行并逐渐 降低高度， 然后将四个喷嘴的喷射方向调到向下的位置， 并适当调小喷气量， 使飞行器缓 慢垂直下降。） 极大地增强了飞行器的灵活性和机动性。
作为优化， 所述气流开关阀门由闸板阀和调节阀组成， 并具有下述特点：
一、 闸板阀的阀芯为楔形： 可克服闸板阔的阀芯部件和管道壁由于热胀冷缩的不同而 紧紧地关闭高压空气进气口； 由于闸板阀的阀芯挡在髙压空气进气口前， 并且面 积比髙压空气进气口的面积大三份之一， 使压力腔里高压气体的压力不会直接施 加于调节阀的阀芯， 从而避免调节阀的阀芯总是处于髙压状态导致调节阀的螺紋 损毁、 高压气流自行喷出而发生意外；
二、 调节阀的阀芯为锥台形， 并固定于调节阀的阀杆的中段上， 调节阔的阔体上设有 相应的密封面， 调节阀的阀杆的前、 后段与调节阀的阀体螺旋配合； 调节阀的阀 杆带有密封螺紋。 要开启喷嘴时， 连接闸板阀的驱动电机首先起动使闸板阀轴上 升， 带动闸板阀上升开启高压空气进气口； 这时连接调节阀阀杆的驱动电机起动 使调节阀阔杆向后移动， 使高压空气进气口和喷嘴开通、 压力腔内的高压气体由 喷嘴喷出， 由于调节阔的阀芯为锥台形， 故调节阀的阀芯后移幅度的大小可控制 压力腔内的高压气体由喷嘴喷出的流量， 从而控制喷嘴所产生的推力。
要关闭喷嘴时， 连接调节阔阀杆的驱动电机首先起动驱使调节阔阀杆向前 移动， 使高压空气进气口和喷嘴关闭、 压力腔内的髙压气体停止由喷嘴喷出。 调 节阀的阀芯为锥台形前端为带有密封螺紋的圆柱体， 并固定于调节阀的阀杆上， 可以和管道的螺旋拧紧， 故调节阀的阀芯可紧紧地封闭高压空气进气口； 三、 闸板阀的阀杆螺母和调节阀的阀杆均由驱动电机驱动， 借以控制并调节喷出的气 流。 采用上述各项技术方案后， 本发明具有下述优点-
( 1 ) .本发明采用的祸轮增压空气压缩机结构非常简单，仅有吸气涡轮、大增压涡轮、 小增压涡轮、 前推力涡轮、 后推力涡轮、 变速齿轮箱、 燃油喷嘴组件、 燃烧腔壁、 喷气栅 栏、 后推力涡轮罩等部件构成， 因此空气压缩航空发动机的生产成本低廉， 就像普通汽车 的内燃机那样简单、 低廉， 十分有利于飞行器的生产普及。
(2) . 由于本发明采用的涡轮增压空气压缩机产生的髙压气流并不立即髙速向外喷 射， 而是喷进飞行器的压力腔里， 在压力腔里产生髙温、 高压气体， 故气流在高温、 高压 并且氧气充足的环境内停留的时间较长， 燃油可以得到充分的燃烧并最大化地释放出所含 的能量， 使燃油产生的效益大幅提高， 这样不但可降低燃油产生的废气对环境的污染， 并 可使用现在普遍使用、 燃烧值相对较高而且价格低廉很多的普通汽油或柴油； 只需携带少 得多的普通汽油或柴油， 就可产生和大量航空煤油燃烧产生的同等能量， 使飞行器的载重 效益显著提高， 也令日常使用成本显著降低。
(3 ) . 由于本发明采用的涡轮增压空气压缩机产生的高压气流并不立即髙速向外喷 射， 而是喷进飞行器的压力腔里， 在压力腔里产生高温、 髙压气体， 再通过喷嘴组件向外 喷射； 这样压力腔就可成为喷出气流的缓冲器， 令喷出气流的流量更为稳定， 使飞行器更 容易控制； 而控制改变压缩气体的喷射方向和流量是非常容易的， 所需成本也很低， 就像 现在工业上普遍使用的空气压縮机和气动设备那样， 故可使飞行器的操控变得简单方便， 使生产像汽车那样普通人都可驾驶、 操控简易并可垂直升降的喷气式飞行器成为可能。
C4). 由于燃烧腔后还有压力腔， 燃油在燃烧腔内燃烧爆炸产生的噪音被压力腔里的 高压气体和通过主进气道稠密的高压气流隔离吸收， 并不传到外界， 空气压缩航空发动机 运行时只有吸气涡轮吸气的声音和喷嘴组件喷射气流产生的相对要微弱很多的声音， 就像 现在的汽车运行时那样宁静， 使生产像普通汽车那样能够在城市中间川梭来往的喷气式可 载人飞行器成为可能。 应用前景：
同现有技术相比， 本空气压缩航空发动机具有突出的实质性特点和显著的进步， 它和 现在的喷气式航空发动机本质上的区别是： 现在的喷气式航空发动机喷出的气流量非常大 但喷出气流的气压并不高； 空气压缩航空发动机则是喷出的气流量不大而喷出气流的气压 却非常高。 现在的喷气式航空发动机只能在空气密度较大的低空运行， 当飞行器飞到空气 密度较小的高空时 （例如二万米髙空）， 由于现在的喷气式航空发动机需要吸入大量气流 才可产生有效的推力， 故它的效益将大幅下降甚至失去推力； 而空气压缩航空发动机由于 只需吸入不多的气流就可产生有效的推力， 因此它能在空气密度较低的高空中运行 （例如 四万米高空）， 甚至可飞到大气层的边沿。 故其有益效果是显而易见的。
当这种飞行器（空中飞行汽车） 生产成功后， 我们在电影 "星球大战"中所看到的可 在城市中间川梭来往并可垂直升降的喷气式飞行器将变成现实； 城市的布局及建筑的风格 将产生变化； 就像当年汽车取代马车那样， 人类的社会面貌将会因此发生巨大的改变。
本发明也可应用在新型的太空穿梭机上， 使装上空气压缩航空发动机并自带火箭像普 通喷气式民航机那样造价低廉（相对于现在的太空穿梭机及大推力运载火箭的造价)、 载 重量大的新型太空穿梭机可像现在的民航客机那样在普通机场起飞， 吸入空气及燃烧普通 汽油飞行到大气层边沿再起动自带的火箭飞进太空。 当要从太空返行时可先起动自带火箭 减速， 飞到地球的的大气层边沿时再起动空气压缩航空发动机并把喷嘴调向前方， 空气压 缩航空发动机吸入空气燃烧普通汽油产生的巨大推力将用来克服地心引力、 减慢太空穿梭 机的飞行速度， 使它能像现在的普通喷气式民航客机那样在大气层中以较低的速度（亚音 速）长距离飞行并在普通的民用机场降落。
由于新型太空穿梭机自带的火箭只在冲出大气层飞进太空的加速及返回地球飞进大气 层前的减速过程中短暂使用， 因此新型太空穿梭机只需携带少量火箭燃料及氧化剂便可飞 行， 大大增加了太空穿梭机的有效载荷。 由于新型太空穿梭机飞进大气层时在空气压缩航 空发动机的减速下不必像现在的太空舱那样在大气层中高速飞行、 表面产生几千度的髙 温， 故不必像现在的穿梭机和太空舱那样在外壳装上厚重的防热层， 进一步增加了新型太 空穿梭机的有效载荷并可大幅降低造价。
由于新型太空穿梭机飞进大气层后可像普通喷气式民航客机那样在大气层中吸入空气 燃烧普通汽油并以较低的速度 （亚音速）长距离飞行， 使新型太空穿梭机可像普通喷气式 民航客机那样一天 24小时全天候地在普通的民用机场起飞降落， 大大降低太空飞行的成 本。
当装上空气压缩航空发动机造价低廉、 有效载荷大的新型太空穿梭机生产成功后， 我 们将可像现在乘搭民航客机那样廉价、 方便地迸出太空， 人类开发、 利用外层空间将进入 一个全新的阶段。 附图说明
图 1是空气压缩航空发动机的结构示意图；
图 2是涡轮增压空气压缩机的结构示意图；
图 3是后推力涡轮罩的剖面结构示意图；
图 4是压力腔底部的剖面结构示意图；
图 5是燃烧腔底部的剖面结构示意图；
图 6是喷气栅栏的剖面结构示意图；
图 7是气流开关阀门的局部剖面结构示意图。
图 8是空气压缩航空发动机的另一种结构示意图；
图 9是下部喷嘴组件中的喷面结构示意图； 具体实施方式 下面结合附图和实施方式对本发明作进一步说明：
实施方式： 图中 1为涡轮增压空气压缩机、 2为的钛金属外壳、 3为压力腔、 4为空 气进气口、 5为前右喷嘴组件、 6为前左喷嘴组件、 7为后右喷嘴组件、 8为后左喷嘴组件、 9为后喷嘴组件、 10为吸气涡轮、 11为大增压涡轮、 12为小增压涡轮、 13为变速齿轮箱、 14为气流开关阀门组件、 15为燃油喷嘴、 16为后传动轴、 17为抗高温隔热罩， 18为喷 气栅栏、 19为喷气栅栏出气口、 20为燃烧腔、 21为燃烧腔壁、 22为宽 1厘米的主进气道、 23为宽 0.3厘米的次进气道、 24为闸板阀的阀芯、 25为前推力涡轮、 26为后推力涡轮、 27为后推力涡轮罩、 28为后推力涡轮罩进气口、 29为后推力涡轮出气口、 30为调节阀的 阀芯、 31为调节阀的阀杆、 32为调节阀的阀体、 33为闸板阀的阀杆螺母、 34为驱动电机、 35为前传动轴、 36为右空心主支架、 37为气流开关组件、 38为下部喷嘴组件进气道、 39 为后喷嘴进气道、 40为下部喷嘴组件、 41为下部喷嘴组件中的小喷嘴、 42为左空心主支 架。
如图 1、 2所示： 吸气涡轮 10通过空气进气口 4吸进外部空气， 经过大增压涡轮 11 压缩成高压气流后大部份通过宽 1厘米的主进气道 22进入燃烧腔 20; 小部份经过小增压 涡轮 12再度压缩成更高压的气流， 通过宽仅 0. 2厘米的次进气道 23进入燃烧腔 20， 并 和燃油喷嘴 15 喷出的雾状燃油混合爆炸燃烧， 燃烧的气体和通过主进气道进来的大量空 气再次混合并和这些空气中的大量氧气进一步燃烧， 使燃烧腔里的空气温度大幅上升并产 生高压。 由于喷气栅栏 18的所有出气口 19总的面积比主进气道和次进气道的总面积大很 多， 而且主进气道和次进气道的长度比喷气栅栏 18 的厚度长很多， 故燃烧腔里的高压气 体通过喷气栅栏的出气口 19以一定的角度高速喷出， 推动前推力涡轮 25高速旋转并带动 后传动轴 16转动， 为了使喷出的气流更有效地作用于前推力涡轮 25， 喷气栅栏 18的出 气口 19方向跟喷气栅栏 18的平面成 60度角。 在图 3中， 后推力涡轮 26上设有后推力涡 轮罩 27， 上面开着六个后推力涡轮罩进气口 28， 六个进气口的总面积和喷气栅栏上的出 气口总面积相等， 从后推力涡轮罩进气口 28 喷出的气流进一步以最有效的角度推动后推 力涡轮 26高速旋转， 并经后推力涡轮 26的出气口 29进入压力腔 3， 后推力涡轮 26进一 步对后传动轴 16施力并和前推力涡轮 25—起带动后传动轴 16旋转。 通过这种设计可使 燃烧腔 20里的温度、 压力大幅提升， 燃油爆炸燃烧产生的高速气流可以最大限度地作用 于前推力涡轮 25和后推力涡轮 26， 从而使涡轮增压空气压缩机能够在压力腔 3里产生最 大压力的压缩气体。
在图 2中， 后传动轴 16通过变速齿轮箱 13的变速， 使前传动轴 35以比后传动轴 16 快三倍的速率旋转， 并带动吸气涡轮 10和小增压涡轮 12也以比后推力涡轮 26和前推力 涡轮 25快三倍的速率旋转。 前传动轴 35并且通过大增压^轮 11 自带的变速齿轮进一步 使大增压涡轮 11提速旋转， 使大增压涡轮 11以比后推力涡轮 26和前推力涡轮 25快五倍 的速率旋转， 从而产生足够高压的气流进入燃烧腔 20。
在图 4中， 燃烧腔 20内的燃油喷嘴组件由九个分成三组的燃油喷嘴 15组成， 每组包 括有三个平均分隔的燃油喷嘴 15。 三组燃油喷嘴 15犹如汽车的三个变速档， 驾驶者可通 过控制每个喷嘴 15的喷油量及改变不同组别喷嘴 15的工作状态来控制飞行器的推力及速 度。 例如飞行器垂直上升时需要最大的推力， 可使三组九个燃油喷嘴 15 同时喷油工作并 使每个喷嘴的喷油量达到最大以提供最大的推力， 平飞时只需一组三个燃油喷嘴 15 喷油 工作就行， 其它二组六个燃油喷嘴 15关闭起来以节省燃油， 并可改变三个开启喷嘴的喷 油量以改变飞行器的速度。
通过主进气道 22的高压气流形成一个相当稠密的空气屏， 隔绝吸收了燃烧腔 20内燃 油爆炸燃烧产生的巨大噪音； 压力腔 3里的高压气体进一步隔绝吸收了燃烧腔 20内燃油 爆炸燃烧产生的巨大噪音。 令燃烧腔 20内燃油爆炸燃烧产生的巨大噪音尽量不传到外部， 使发动机运行时的噪音降到最低。
通过主进气道 22 的高压气流带走了燃烧腔壁的热量， 使燃油爆炸燃烧产生的能量尽 量得到利用； 通过主进气道 22 的髙压空气和爆炸燃烧的气体混合， 所携带的大量氧气使 没有来得及燃烧的燃油进一步燃烧， 由于氧气非常充足、 并且气流停留在燃烧腔 20及压 力腔 3里的高温、 高压环境的时间较长， 故燃油可得到彻底的燃烧， 尽量释放出所含的能 量， 释放出的热量使压力腔 3里高压气体的温度进一步增加、 压力进一步提高。 这样不但 能使燃油产生的效益达到最好， 而且可以使用一些较不容易燃烧、 燃烧值较髙但价格却相 对较低廉的燃油， 像现在普遍使用的汽油、 柴油， 而不一定需要使用价格髙昂但燃烧值较 低的航空煤油。 这样飞行器只需携带少得多的普通汽油、 柴油， 就可产生和大量航空煤油 燃烧产生的同等能量， 使飞行器的载重效益显著提高， 也可使发动机运行时释放的废气大 幅降低， 令环境得到更好的保护。
由于喷嘴的总面积比后推力涡轮 26的出气口 29面积小很多， 故后推力涡轮 26出气 口 29喷出的气流在压力腔 3里形成高压气体， 并以很髙的速度从喷嘴组件中的喷口喷出， 产生 4万至 5万牛顿的推力， 使重量达到四千至五千公斤的小型载人飞行器可垂直升降并 向前飞行。 压力腔 3的形状可根据飞行器腹部和尾部的形状加以改变； 由于压力腔壁是由 厚达 2厘米、质量轻并异常坚硬的钛金属构成，故可将压力腔 3作为飞行器的腹部和尾部， 也可把飞行器的主支架做成空心当成发动机压力腔的一部份来使用 （如图 8所示)， 以减 少飞行器的制造材料和重量； 一旦飞行器发生意外坠毁， 这么坚固的压力腔 3也可起到很 好的保护作用。
在图 1中， 空气压缩航空发动机设有四个喷嘴组件（5， 6， 7， 8)和一个后喷嘴组件 9, 四个位于飞行器下方的喷嘴组件 （5， 6， 7， 8) 负责飞行器的升降， 一个位于后部的 后喷嘴组件 9为飞行器提供飞行推力。 喷嘴组件的关启及所通过气流的流量可由气流开关 阀门控制调节， 四个喷嘴组件（5， 6， 7， 8)通过 2厘米厚的钛金属管和压力腔 3连接， 各还多了一个可使喷嘴向前——向下——向后旋转 180度及可向左右轻微摆动的旋转控制 件。 气流开关阀门可控制通过喷嘴气流的大小及开关喷嘴阀门。
当空气压缩航空发动机起动时必须至少要有二个下方喷嘴组件或者后面的后喷嘴组件 处于开启状态， 无论如何不可关掉所有的喷嘴。
当飞行器要起飞时可将下方四个喷嘴组件（5, 6， 7， 8)打开并调至垂直向下的位置， 然后起动发动机， 并根据飞行器的状态调节有关喷嘴的气流大小使飞行器平稳上升； 当飞 行器上升至离地面五米甚至更髙时把下方四个喷嘴 （5， 6， 7， 8) 的喷射方向向后转动， 从而产生向上和向前的合成推力， 使飞行器以一定的角度向前上升飞行： 当飞行器上升到 所需高度时， 下方四个喷嘴 （5， 6， 7， 8) 的喷射方向向后转至 180度， 使飞行器平行飞 行并且一边打开后部的后喷嘴组件 9一边关闭下方的四个喷嘴组件（5， 6， 7， 8)， 当四 个喷嘴 （5， 6， Ί, 8)全部关闭的同时后方的后喷嘴 9也完全打开， 这时飞行器的驾驶员 就可像驾驶普通的喷气式飞机那样操作控制飞行器。
当飞行器要降落时可将下方四个喷嘴组件（5， 6， 7， 8)调至向前的位置并一边打开 下方四个喷嘴组件（5， 6， 7， 8)； 一边关闭后方的后喷嘴 9， 当后方的后喷嘴 9完全关 闭的同时下方四个喷嘴组件（5， 6， 7， 8) 也完全打开， 使飞行器逐渐减速； 当到达目的 地时可将下方四个喷嘴组件 （5， 6， 7, 8) 的喷射方向调到向下的位置， 并逐渐减少燃油 的注入量， 使飞行器缓慢垂直下降。
如图 7所示： （箭头方向表示气流方向）所述气流开关阀门 14由闸板阀和调节阀组成， 并具有下述特点：
一、 闸板阀的阀芯 24为楔形： 可克服闸板阀的阀芯部件 24和管道壁由于热胀冷缩的 不同而紧紧地关闭高压空气进气口； 由于闸板阀的阀芯 24挡在髙压空气进气口 前， 并且面积比高压空气进气口的面积大三份之一， 使压力腔里高压气体的压力 不会直接施加于调节阀的阀芯 30， 从而避免调节阀的阀芯 30总是处于髙压状态 导致调节阀的螺紋 32损毁、 高压气体自行喷出而发生意外；
二、 调节阀的阀芯 30为锥台形， 并固定于调节阀的阀杆 31的中段上， 调节阀的阀体 上设有相应的密封面， 调节阀的阀杆的前、 后段与调节阀的阀体螺旋配合； 调节 阀的阀杆 31带有密封螺紋。 要开启喷嘴时， 连接闸板阀的驱动电机 34首先起动 使闸板阀轴上升， 带动闸板阙上升， 开启高压空气进气口； 这时连接调节阀阀杆 31的驱动电机起动使调节阀阀杆 31 向后移动， 使高压空气进气口和喷嘴开通、 压力腔内的高压气体由喷嘴喷出， 由于调节阀的阀芯 30为锥台形， 故调节阔的 阀芯 30后移幅度的大小可控制压力腔内的高压气体由喷嘴喷出的数量， 从而控 制喷嘴所产生的推力。
要关闭喷嘴时， 连接调节阀阀杆 31 的驱动电机首先起动驱使调节阀阀杆 31 向前移动， 使髙压空气进气口和喷嘴关闭、 压力腔内的高压气体停止由喷嘴 喷出。 调节阀的阀芯 30为锥台形前端为带有密封螺紋的圆柱体， 并固定于调节 阀的阀杆 31上， 可以和管道的螺旋拧紧， 故调节阔的阀芯 30可紧紧地封闭髙压 空气进气口；
三、 闸板阀的阀杆螺母 33和调节阀的阔杆 31均由驱动电机驱动， 借以控制并调节喷 出的气流。
关于提供飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动推力的下部喷嘴组件 及提供飞行器向前飞行推力的后喷嘴组件的设计， 也可根据实际需要采用下列另一 种不同的设计方式- 在图 8 中， 将飞行器的主支架做成空心作为发动机压力腔的一部份并分为左空心 主支架 42和右空心主支架 36二部份； 这样做可以更有效地利用飞行器的内部空间并使发 动机所占用的内部体积大幅减少。 压力腔 3和左空心主支架 42连接， 右空心主支架 36和 下部喷嘴组件 40通过开关组件 37再和左空心主支架 42连接， 右空心主支架 36的末端设 有后喷嘴组件 9； 开关组件 37可以控制压力腔里的高压气流通过左空心主支架 42及后喷 嘴进气道 39流向右空心主支架 36再从后喷嘴 9喷出推动飞行器向前飞行； 或者通过左空 心主支架 42及下部喷嘴组件进气道 38流向下部喷嘴组件 40再从下部喷嘴群 41喷出。 下 部喷嘴组件 40装有下部喷嘴群 41的平面可以向前后左右摆动， 使下部喷嘴群 41可以向 前后左右喷出气流， 以推动飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动。
在图 9中， 下部喷嘴组件 40的喷气平面上装有数个小喷嘴 41 (可以根据具体需要来 决定要装几个喷嘴， 一般为四排十六个）组成下部喷嘴群， 以扩大飞行器下部喷出气流的 喷出面。 这样做不但可以大幅减轻飞行器下部喷出的气流对地面产生的冲击力， 也可大幅 增加飞行器的上升承托面， 使飞行器在升降或空中悬浮的过程中更稳定和更容易操控。
在图 8中， 对下部喷嘴组件 40及后喷嘴组件 9的设计方式， 比图 1中对下方四个喷 嘴组件 （5， 6， 7， 8)及后喷嘴组件 9的设计方式更科学、 更简单也令驾驶员更容易操控 06 000730 飞行器。 在图 8的设计中， 驾驶员只需控制一个开关组件 37， 就可令飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动。 而在图 1的设计中， 驾驶员却必须同时控制下方四个喷 嘴组件 （5， 6， 7， 8)及后喷嘴组件 9中的五个开关组件， 并要保证在发动机起动时必须 要有至少一个喷嘴组件处于开启状态才不至于发生意外， 故图 8中的设计是一种较为理想 的设计方案。

Claims

权 利 要 求
、 一种空气压缩航空发动机， 包括空气进气口、 涡轮增压空气压缩机、燃烧腔和后喷嘴， 其特征是： 提供向前飞行推力的后喷嘴和燃烧腔之间设有压力腔； 所述涡轮增压空 气压缩机包括固定于前传动轴上的吸气涡轮、 大增压涡轮、 小增压涡轮， 和固定于 后传动轴上的前推力涡轮、 后推力涡轮； 前传动轴与后传动轴之间设有变速齿轮箱， 燃烧腔位于变速齿轮箱之后， 在燃烧腔的前端设有燃油喷嘴组件； 空气经吸气涡轮 和大增压涡轮两级增压后， 大部分进入主进气道， 小部分经小增压涡轮再次增压后 进入次进气道； 进入次进气道的空气在燃烧腔的前部与燃油喷嘴喷出的雾状燃料混 合并发生剧烈的爆炸燃烧， 进入主进气道的空气在燃烧腔的后部与正在爆炸燃烧的 气体混合， 所携带的大量氧气使那些还没有来得及燃烧的剩余燃料进一步燃烧； 爆 炸燃烧产生的高温、 高压气体通过喷气栅栏上的出气口喷出并推动前推力涡轮旋转， 再通过后推力涡轮罩的进气口推动后推力涡轮旋转后， 进入压力腔。 前推力涡轮和 后推力涡轮旋转产生的强大扭力通过后传动轴作用于变速齿轮箱再带动前传动轴提 速旋转， 使固定于前传动轴上的吸气涡轮、 大增压涡轮、 小增压涡轮髙速旋转， 大 增压涡轮通过自带的变速齿轮进一步提速旋转， 吸入更多的空气并产生强大的压力 把这些吸入的空气通过主进气道和次进气道压进燃烧腔； 进入压力腔的高温、 高压 气体可以通过后喷嘴组件喷出推动飞行器向前飞行或通过下部喷嘴组件喷出使飞行 器垂直升降、 减速、 在空中悬浮或前后左右缓慢移动。
2、 根据权利要求 1 所述的空气压缩航空发动机， 其特征在于： 燃烧腔底部设有喷气栅 栏， 喷气栅栏的出气口和喷气栅栏的平面成 60度角， 喷气栅栏出气口的总面积为 喷气栅栏的总面积的三份之一， 这样可使在燃烧腔里产生的高温、 高压气流通过一 定的角度喷出并以更大的压力、 更有效地作用于前推力涡论； 后传动轴上设有抗高 温隔热罩， 以减轻后传动轴被火烧灼， 延长后传动轴的使用寿命； 后推力涡轮上设 有后推力涡轮罩， 上面开着六个后推力涡轮进气口， 六个进气口的总面积和喷气栅 栏上的出气口总面积相等， 通过后推力涡轮进气口喷出的气流进一步推动后推力涡 轮旋转，并经后推力涡轮的出气口进入压力腔。通过这种设计可使燃烧腔里的温度、 压力大幅提升， 燃油爆炸燃烧产生的能量可以最大限度地作用于前推力涡轮和后推 力涡轮， 从而使涡轮增压空气压缩机在压力腔里产生最大的压力， 令喷出的气流更 有效地使飞行器升降和飞行。 、 根据权利要求 2所述的空气压缩航空发动机， 其特.征在于： 将飞行器的主支架做成 空心作为发动机压力腔的一部份并分为左空心主支架和右空心主支架二部份（如图 8所示）； 这样做可以更有效地利用飞行器的内部空间并使发动机所占用的内部体 积大幅减少。 压力腔和左空心主支架连接， 右空心主支架和下部喷嘴组件通过开关 组件再和左空心主支架连接， 右空心主支架的末端设有后喷嘴； 开关组件可以控制 压力腔里的高压气流通过左空心主支架流向右空心主支架再从后喷嘴喷出推动飞行 器向前飞行， 或者通过左空心主支架流向下部喷嘴组件再从下部喷嘴群喷出。 下部 喷嘴组件装有下部喷嘴群的平面可以向前后左右摆动， 使下部喷嘴群可以向前后左 右喷出气流， 以推动飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动。
4、 根据权利要求 3 所述的空气压缩航空发动机， 其特征在于： 下部喷嘴组件的喷气 平面上装有数个小喷嘴（可以根据具体需要来决定要装几个喷嘴， 一般为四排十六 个）组成下部喷嘴群， 以扩大飞行器下部喷出气流的喷出面。 这样做不但可以大幅 减轻飞行器下部喷出的气流对地面产生的冲击力， 也可大幅增加飞行器的上升承托 面， 使飞行器在升降过程中更稳定和更容易操控。
、 根据权利要求 2所述的空气压缩航空发动机， 其特征在于： 压力腔上还设有前右喷 嘴、 前左喷嘴、 后右喷嘴、 后左喷嘴， 上述四个喷嘴各设有一个可使喷嘴向前—— 向下——向后旋转 180ο及可左右轻微摆动的控制件和一个气流开关阀门 （如图 1 所示）； 后喷嘴组件可推动飞行器向前飞行， 另外四个喷嘴组件产生的反作用推力 可使飞行器升降、 减速、 在空中悬浮或前后左右缓慢移动。
、 根据权利要求 5所述的空气压缩航空发动机， 其特征在于： 所述气流开关阀门由闸 板阀和调节阀组成， 并具有下述特点- 一、 闸板阀的阀芯为楔形； 可克服闸板阀的阀芯部件和管道壁由于热胀冷缩的不同而 紧紧地关闭高压空气进气口； 由于闸板阀的阀芯挡在髙压空气进气口前， 并且面 积比高压空气进气口的面积大三份之一， 使压力腔里高压气体的压力不会直接施 加于调节阀的阀芯， 从而避免调节阀的阀芯总是处于高压状态导致调节阀的螺紋 损毁、 高压气体自行喷出而发生意外；
二、 调节阀的阀芯为锥台形， 并固定于调节阀的阀杆的中段上， 调节阀的阀体上设有 相应的密封面， 调节阀的阀杆的前、 后段与调节阀的阀体螺旋配合； 调节阀的阀 杆带有密封螺紋， 要关闭喷嘴时， 连接调节闽阀杆的驱动电机首先起动驱使调节 阀阀杆向前移动， 使高压空气进气口和喷嘴关闭、 压力腔内的高压气体停止由喷 嘴喷出。 调节阀的阀芯为锥台形前端为带有密封螺紋的圆柱体， 并固定于调节阀 的阀杆上， 可以和管道的螺旋拧紧， 故调节阓的阀芯可紧紧地封闭高压空气进气
Π ;
三、 闸板阀的阀杆螺母和调节阀的阀杆均由驱动电机驱动， 借以开关并调节喷出的气 流的大小。
PCT/CN2006/000730 2005-04-30 2006-04-19 Moteur d’avion a compression d’air WO2006116907A1 (fr)

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