WO2019014795A1 - 一种低噪音新型推进器 - Google Patents
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Abstract
一种低噪音推进器,旋转体外壳(1)位于固定部外壳(5)进风口(8)一侧,旋转体外壳(1)内侧中部设置有旋转体内芯(3),所述旋转体内芯(3)由驱动模块(4)驱动其旋;固定部外壳(5)内侧中部设置有固定部内芯(7);所述旋转体外壳(1)为不等径的流线形圆筒结构,所述旋转体叶片(2)主体与轴向平行,仅在进风口(8)一侧的边缘附近有一段向旋转方向圆滑的弯曲。该推进器耗能和安全性相当于螺旋桨,而推力又明显大于螺旋桨,越是在高速状态这种优势就越发巨大。
Description
本发明涉及推进器领域,具体涉及一种低噪音新型推进器。
飞机问世一百多年来,螺旋桨一直是主要的动力方式。时至今日,除部分大飞机和战斗机外,绝大多数飞机仍是螺旋桨的。但螺旋桨的缺点是随着速度越快效率越低,所以目前螺旋桨飞机的最高时速只在600公里上下。而喷气发动机不但成本高,耗能大,而且对于广大私人使用者来说,需要跑道太长,而且不够安全,隐患较大。
所以市面上急需一种新形式的推进器,需要在耗能和安全性相当于螺旋桨,同时在推力又明显大于螺旋桨。
发明内容
针对上述问题,本发明旨在提供一种比传统螺旋桨推力更大、空气干扰更小、能量转换效率更高的低噪音新型推进器。
为实现该技术目的,本发明的方案是:一种低噪音新型推进器,包括驱动模块、旋转体外壳、固定部外壳,所述旋转体外壳位于固定部外壳的进风口一侧,所述旋转体外壳内侧中部设置有旋转体内芯,所述旋转体内芯由驱动模块驱动其旋转,所述旋转体内芯与旋转体外壳之间设置有复数个旋转体叶片;
所述固定部外壳内侧中部设置有固定部内芯,所述固定部内芯与固定部外壳之间设置有复数个固定部叶片;
所述旋转体外壳为不等径的流线形圆筒结构,所述旋转体叶片主
体与轴向平行,在进风口一侧的边缘部分有一段向叶片旋转方向的圆滑弯曲。
作为优选,所述旋转体内芯为流线体结构,所述旋转体内芯与旋转体外壳之间设置有用于压缩空气流动的间隙。
作为优选,所述旋转体外壳的出风口一侧内径大于进风口一侧内径。
作为优选,所述固定部叶片的进风口一侧向旋转体外壳所旋转的反方向倾斜设置,所述固定部叶片的倾斜角度逐渐向出风口一侧圆滑过渡到与轴向平行,所述固定部叶片外边沿与固定部外壳固定连接,内边沿与固定部内芯固定连接。
作为优选,所述固定部内芯为流线形锥体结构或者流线形圆台结构,所述固定部内芯与固定部外壳之间设置有用于空气流动的间隙。
作为优选,所述旋转体叶片外边沿与旋转体外壳固定连接,旋转体叶片内边沿与旋转体内芯固定连接,驱动模块启动时,带动旋转体内芯、旋转体叶片和旋转体外壳一起旋转。
作为优选,所述旋转体叶片的弯曲部分的弯曲角度在0°~60°之间;固定部叶片的弯曲角度在0°~60°之间。
本发明的有益效果:本申请提供了一种新形式的推进器,耗能和安全性相当于螺旋桨,而推力又明显大于螺旋桨,越是在高速状态这种优势就越发巨大,从而能把传统的螺旋桨飞机的速度和负载能力提高一大步。与传统的螺旋桨相比,在直径相等、转速相等的情况下,本申请的推进器产生的推力至少大3倍;而且随着飞行速度越大,这
种差距还会更大。这意味着,飞机及各种飞行器将会飞得更快,载得更多。
图1为本发明的主视剖面图;
图2为本发明的正视面的结构示意图;
图3为本发明的后视面的结构示意图;
图4为本发明的旋转体外壳、旋转体内芯、旋转体叶片的立体图;
图5为本发明的固定部外壳、固定部内芯、固定部叶片的立体图;
图6为本发明的旋转体叶片局部剖面图;
图7为本发明的旋转体叶片局部立体图。
下面结合附图和具体实施例对本发明做进一步详细说明。
如图1-7所示,本发明所述的具体实施例为一种低噪音新型推进器,包括驱动模块4、旋转体外壳1、固定部外壳5,所述旋转体外壳1位于固定部外壳5进风口一侧,所述旋转体外壳1内侧中部设置有旋转体内芯3,所述旋转体内芯3由驱动模块4驱动其旋转,所述旋转体内芯3与旋转体外壳1之间设置有复数个旋转体叶片2;所述驱动模块既可以位于固定部外壳的内侧中部,也可以位于固定部外壳外部并与旋转体内芯驱动连接。
所述固定部外壳5内侧中部设置有固定部内芯7,所述固定部内芯7与固定部外壳5之间设置有复数个固定部叶片6;
所述旋转体外壳为不等径的流线形圆筒结构,所述旋转体叶片2
由作为边沿的弯曲部202和作为主体的叶片部201构成,所述弯曲部202位于旋转体叶片2进风口一侧向旋转方向的弯折,所述叶片部201于旋转轴轴向平行。传统叶片通常是螺旋状的螺旋桨叶片,传统叶片有一定的倾斜角,其轴向投影的宽度是大于叶片的厚度。
本申请中旋转体叶片主体部分与轴向平行,是纯粹的离心叶片,对气体的作用只是加速旋转,靠离心作用产生的高压使气体从旋转体外壳的大口径一侧射出(传统螺旋桨是靠倾斜的桨叶旋转时对气体产生的轴向分力来推动气流的)。该设计有利于产生高速气流,加大推力,并可以有效减少湍流,提高能量转换效率。同时位于旋转体叶片进风口一侧的弯曲部可以有效降低旋转体叶片压缩空气过程中带来的噪音,进一步减少气流干扰,提高推进器性能。
为了更好的引导气流,所述旋转体内芯3为流线体结构,所述旋转体内芯3与旋转体外壳1之间设置有用于压缩空气流动的间隙。流线体的旋转体内芯能够有利于引导气流从旋转体外壳喷射出。
为了更好的引导气流,所述旋转体外壳1出风口一侧内径大于进风口一侧内径。因为旋转体叶片的旋转离心作用,造成在旋转体外壳内靠近轴心附近形成负压而在较远处形成正压旋转体外壳前小后大,是为了使高压气体从大口径一侧射出,从小口径一侧吸入气体。
为了更好的疏导气流,所述固定部叶片6外边沿与固定部外壳5固定连接,固定部叶片6内边沿与固定部内芯7固定连接。所述固定部内芯7为流线形椎体结构或者流线形圆台结构,为了安置驱动模块和放置其他物件,所述固定部内芯7可以是中空的;所述固定部内芯
7与固定部外壳5之间设置有用于空气流动的间隙。固定部外壳、固定部叶片和固定部内芯组成的疏导通道,倾斜角度逐渐圆滑过渡到与轴向平行的固定部叶片能够有效疏导气流以接近轴向平行喷出,而流线形的固定部外壳配合流线形的固定部内芯形成理想的疏导通道。
为了更好的疏导气流,所述固定部叶片6的进风口一侧向旋转体外壳1所旋转的反方向倾斜设置,所述固定部叶片6的倾斜角度逐渐向出风口一侧圆滑过渡到与轴向平行。通过该结构的固定部叶片气流从固定部外壳射出时已经由旋转状态变为平行状态。
为了加强对气体的离心加压效果,形成高速旋转的气流,旋转体叶片2外边沿与旋转体外壳1内侧固定连接,旋转体叶片内边沿与旋转体内芯3固定连接,驱动模块4启动时,带动旋转体内芯3、旋转体叶片2和旋转体外壳1一起旋转。正常而言旋转体外壳1也可以不与旋转体叶片2连接,而与固定部外壳5连接成为一体,仅仅通过旋转体叶片2挤压气体;但是当旋转体叶片2与旋转体外壳1固定连接在一起后,摩擦损耗最小,射出气流速度更快。
为了增加进风效果,减少噪音,所述旋转体叶片2的弯曲部分的弯曲角度在0°~60°之间;固定部叶片6的弯曲角度在0°~60°之间。即旋转体叶片的弯曲部202的弯曲角度为0°~60°之间。
工作原理:驱动模块带动旋转体外壳、旋转体叶片和旋转体内芯高速旋转,从图1中左侧为进风口8,从图1中的右侧为出风口9,其内部的气体受旋转体叶片2离心作用向四周挤压,因而边缘部分形成正压而靠近轴心部分形成负压,所以旋转体外壳1口径较小的一侧
气体被吸入,从口径较大的一侧边缘附近以旋转状态射出,气流继而进入由固定部外壳5、固定部叶片6和固定部内芯7组成的疏导通道。由于固定部叶片6的形状都是从倾斜向轴向平行过渡,所以气流从固定部外壳射出时已经由旋转状态变为平行状态。本申请不仅可以用于气体中,也可以用于液体中。
本申请与传统螺旋桨相比,最明显的优势在于:
1)传统螺旋桨的浆尖速度远大于飞机的飞行速度,所以当飞行时速刚到六七百公里时,桨尖速度已经达到声速,便失去动力。而本发明即使飞行时速超过800公里,进气口也不会有任何部位超过声速,而排出的气流速度却可以接近声速因而产生强大的推力。
2)传统螺旋桨排出的气流中,含有太多湍流,所以能量损失大,效率低。而本申请所喷出的气流方向一致,损耗小,所以推力更大。
3)本申请的结构形式,不但适合固定翼飞机高速飞行,也非常适合直升飞机。尤其适合做成飞碟形状,单个引擎对外无扭矩,这又是螺旋桨无法做到的。
以上所述,仅为本发明的较佳实施例,并不用以限制本发明,凡是依据本发明的技术实质对以上实施例所作的任何细微修改、等同替换和改进,均应包含在本发明技术方案的保护范围之内。
Claims (7)
- 一种低噪音新型推进器,其特征在于:包括驱动模块、旋转体外壳、固定部外壳,所述旋转体外壳位于固定部外壳的进风口一侧,所述旋转体外壳内侧中部设置有旋转体内芯,所述旋转体内芯由驱动模块驱动其旋转,所述旋转体内芯与旋转体外壳之间设置有复数个旋转体叶片;所述固定部外壳内侧中部设置有固定部内芯,所述固定部内芯与固定部外壳之间设置有复数个固定部叶片;所述旋转体外壳为不等径的流线形圆筒结构,所述旋转体叶片主体与轴向平行,仅在进风口一侧的边缘附近有一段向旋转方向圆滑的弯曲。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述旋转体内芯为流线体结构,所述旋转体内芯与旋转体外壳之间设置有用于压缩空气流动的间隙。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述旋转体外壳的出风口一侧内径大于进风口一侧内径。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述固定部叶片的进风口一侧向旋转体外壳所旋转的反方向倾斜设置,所述固定部叶片的倾斜角度逐渐向出风口一侧圆滑过渡到与轴向平行,所述固定部叶片外边沿与固定部外壳固定连接,内边沿与固定部内芯固定连接。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述固定部内芯为流线形锥体结构或者流线形圆台结构,所述固定部内 芯与固定部外壳之间设置有用于空气流动的间隙。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述旋转体叶片外边沿与旋转体外壳固定连接,旋转体叶片内边沿与旋转体内芯固定连接,驱动模块启动时,带动旋转体内芯、旋转体叶片和旋转体外壳一起旋转。
- 根据权利要求1所述的低噪音新型推进器,其特征在于:所述旋转体叶片的弯曲部分的弯曲角度在0°~60°之间;固定部叶片的弯曲角度在0°~60°之间。
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EP17918424.7A EP3656667A4 (en) | 2017-07-18 | 2017-08-28 | INNOVATIVE LOW-NOISE ENGINE |
JP2020503005A JP2020526453A (ja) | 2017-07-18 | 2017-08-28 | 新規の低騒音プロペラ |
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CN201710583774.5A CN107215459A (zh) | 2017-07-18 | 2017-07-18 | 一种低噪音新型推进器 |
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EP (1) | EP3656667A4 (zh) |
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CN107856843B (zh) * | 2017-11-16 | 2020-02-07 | 唐良伦 | 一种飞行器叶轮及飞行器 |
CN107933891B (zh) * | 2017-12-19 | 2024-02-02 | 西北工业大学 | 一种涵道式垂直起降飞行器低噪音机匣及舵面 |
CN112115562A (zh) * | 2020-09-21 | 2020-12-22 | 中国人民解放军海军工程大学 | 一种叶梢圆环嵌入导管凹槽的泵喷推进器及其设计方法 |
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US20190023376A1 (en) | 2019-01-24 |
EP3656667A1 (en) | 2020-05-27 |
JP2020526453A (ja) | 2020-08-31 |
US10532806B2 (en) | 2020-01-14 |
EP3656667A4 (en) | 2021-04-28 |
CN107215459A (zh) | 2017-09-29 |
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